Method for data communication between a vehicle and a remote terminal

ABSTRACT

An apparatus and methods are provided for data communications associated with a vehicle. The apparatus preferably includes at least one electronic subsystem associated with the vehicle and a plurality of electrical conductors connected to the at least one electronic subsystem and associated with the vehicle. A vehicle data communications protocol converter is preferably connected to the plurality of electrical conductors for converting a first data communications protocol associated with data communications along the plurality of electrical conductors to a second data communications protocol such as a local-area infrared or an RF data communications protocol. The apparatus also preferably includes a transceiver connected to the data communications protocol converter for transmitting the second data communications protocol from the vehicle and receiving the data communications protocol from a remote data communications terminal or another portion of the vehicle.

FIELD OF THE INVENTION

The present invention relates to the field of vehicle datacommunications and, more particularly, to data communications from avehicle to a remote location.

BACKGROUND OF THE INVENTION

Data communications within vehicles has developed extensively over theyears. The truck industry, for example, has for many years usedtractor/trailer combinations to transport cargo over the roadways tointended destinations. As shown in FIG. 1, an ensemble of components,including a tractor 10 and a trailer 20 mechanically couple together sothat the tractor can pull the trailer, from a vehicle 5, often referredto as a “rig,” which can transport cargo in an efficient and costeffective manner. Various links between the tractor and the trailerprovide vehicle subsystems with power and/or control signals to operate.Hydraulic, pneumatic, electrical, and other subsystems on the rig haveassociated electrical conductors and pneumatic lines runningtherebetween so these subsystems can operate. These electricalconductors and pneumatic lines typically include quick-disconnecting,standardized connectors and couplers so that rig components, such astractors, trailers and dollies (the short trailers used to couplemultiple trailer strings), may be easily interchanged.

Because connectors in rigs are standardized, a single tractor may beconnected to and used to transport any number of different trailersthroughout its operational life. Because of this interchangeability,components are frequently traded, loaned, and leased among users. Forexample, a trailer may be hauled to a first terminal or other deliverylocation where it is detached from the tractor which delivered it andconnected to another tractor—the new rig destined for another terminal.Thus, a single trailer may be under the control of several differentconcerns, including trucking companies, railroads, overseas shippers,and truck brokers, and may be used by several different tractor/traileroperators. The same is true for other components, such as tractors,dollies, and shipping containers as well as many other types ofvehicles.

Because of the interchangeability and mobility of these components,trucking companies, freight brokers, law enforcement officials, andothers involved in the transport industry have developed methods totrack rigs and their components. While trucking companies and othershippers desire to keep track of cargo and rolling stock, lawenforcement and other regulatory agencies desire to monitor trucklicensing, ownership, cargo content, and driver workloads. Techniqueshave been developed for tracking rigs and their components as the rigstravel between cargo terminals, delivery points, weigh stations, and thelike, but these techniques generally are cumbersome and limited ineffectiveness and information capacity. Many tractors, trailers, andother components are identified using simple numbering systems, i.e., aserial or other number is painted on or otherwise applied to a surfaceof the component. These numbers typically are read and recorded by humanoperators—a time-consuming process which represents an undesirableinefficiency in an industry in which time is usually critical. Besidesbeing inefficient, the human link in the accounting process increasesthe chances for error and omission, particularly under conditions ofdarkness or obscured visibility.

In addition, a serial or other identification number may fail to conveya complete identity. Cargo contained within a trailer generally is notidentifiable by the trailer's identification number absent apredetermined cross-reference between the number and the cargo. Althoughsuch a cross-reference typically can be supplied through a freightmanagement database, elaborate communications systems and recordingprocedures may be required to ensure data integrity. Failures in thelink of the accounting chain may result in erroneous component and cargodesignations leading to confused shipments and misplaced components.

Bar-code or magnetic-stripe identification systems reduce the humanerror involved in the use of numbering systems, but have drawbacks oftheir own. Because of the need to make codes or magnetic stripesaccessible to readers, codes and stripes are typically affixed tosurfaces of the rig which are exposed to wind, rain, salt, and otherenvironmental contaminants which may render the codes or stripesunreadable. In addition, reading a bar code or magnetic stripe typicallyrequires close proximity between the reader and the code or stripe,generally precluding remote reading or reading while the rig is inmotion. Moreover, bar codes and magnetic stripes have a relativelylimited informational capacity.

Accordingly, there is a need for improved systems and methods foridentifying rigs and their components which have a high informationtransfer capacity and which can dependably and accurately operate in thedemanding environments in which the rigs typically operate. Moreover,these methods should be inexpensive and easily retrofitted onto existingequipment without major compatibility problems.

Additionally, various links between the tractor and the trailer providevehicle subsystems, e.g., hydraulic, pneumatic, or electrical, withpower and/or control signals to operate effectively. These subsystemshave associated electrical conductors, pneumatic lines, or hydrauliclines extending between the tractor and trailer(s) so that thesesubsystems can effectively operate.

Data communications between a tractor and trailer for these subsystemsalso has been developed. An example of this data communications can beseen in U.S. Pat. No. 5,488,352 by Jasper titled “Communications AndControl System For Tractor/Trailer And Associated Method” which isassigned to the common assignee of the present application. As describedin this patent, the use of the Society of Automotive Engineering (“SAE”)standard J1708 titled “Serial Data Communications Between MicrocomputerSystems In Heavy Duty Vehicle Applications” and SAE standard J1939 arealso known for data communications in the heavy duty vehicleenvironment.

Only recently, however, has the heavy duty vehicle industries begun touse sophisticated electrical electronic subsystems in and associatedwith these vehicles to perform varied tasks that usually involve datamanipulation and transmission. Previously, computers, controllers, andcomputer-type electrical systems were simply not found in thesevehicles, such as the tractor and trailer combinations or recreationalvehicles, in a significant manner. Much of this previous slow, or lackof, development and advances could be attributed, for example, to thelack of governmental or other authoritative initiatives which would haveotherwise required systems to be installed on these heavy duty vehiclesto include sophisticated electronics and data communications.

Although only recently have advances been made with data communicationsin the heavy duty vehicle industries, many of the advances requireextensive retrofitting or extensive additions to the heavy duty vehicle.Accordingly, many vehicle owners have been hesitant to adopt andpurchase sophisticated electronics and data communications because ofthe expense and uncertainty with the advances in the technology. Yet,having the capability to monitor and communicate with the variouselectronic subsystems of a heavy duty vehicle such as a tractor-trailertruck or recreational vehicle can be beneficial to the driver, theowner, governmental officials or agencies, and others having an interestin the heavy duty vehicle industries.

Still further, many of today's vehicles are equipped with sophisticatedcomputer systems. These computer systems typically include a centralcomputer that receives data from sensors located throughout the vehicle.The sensors record data information concerning systems of the vehicle,and the central computer system uses this information to control theoperation of the vehicle, store the data for historical purposes, and/oranalyze the data for diagnostic purposes. For example, many vehiclesinclude central computer systems that receive data from sensors such asthrottle sensors, oxygen sensors, and fuel flow sensors to regulate theengine.

In addition to providing data for operation of the vehicle, many vehiclecomputer systems include sensors that provide data concerning thevarious systems of the vehicle for use in diagnostic and maintenance.For example, many heavy duty vehicles now include sensors that providedata relating to safety systems, such as the status of the brakes of thevehicle. Additionally, many systems provide logistics data relating tothe vehicle, such as mileage, fuel tank levels, fuel mileage, status ofcontents hauled in the vehicle, etc.

To access data from the computer system, many of today's vehiclesinclude electrical pin-out connectors that are accessible forconnection. In these systems, a diagnostic device may be connected tothe pin-out connector to receive and transmit data to and from theonboard computer of the vehicle. In light of this, several interrogationdevices have been created in the past few years that interface with thepin-out connector of a vehicle and transmit and receive data relating tothe operation of the vehicle and status of its various systems. Althoughthese conventional systems are effective for receiving data from andtransmitting data to the data bus of the vehicle, these interrogationdevices require physical connection to the vehicle, which may not bedesirable in situations where the vehicle is either in transit or isremote from the interrogation device requesting data input.

Although remote, wireless communication with the computer system of avehicle is typically desired, the physical limitations of thecommunication infrastructure of most vehicles hinder the move towireless communication. For instance, the communication systems of manyconventional vehicles, such as heavy duty vehicles (e.g.,tractor-trailer vehicles) use communication protocol that requiresreal-time communication with the vehicle. Specifically, many heavy dutyvehicles include a data bus that is operated using one of two busstandards, either SAE J1708 or J1939. Communication on the data bus ofthese vehicles may be problematic due to the nature of the J1708 andJ1939 standards. For example, a data bus that uses the J1708 standard isa differentially driven, twisted pair. The data bus of this system ishalf duplexed such that data transmitted on the data bus is transmittedon both of the twisted pair of wires, where the data transmitted on oneof the twisted pair of wires is mirrored with respect to the othertwisted pair wire. Because data transmitted on the bus is transmitted onboth wires of the bus, the data bus does not have a transmit and receiveline. Further, systems wishing to transmit data on the data bus mustmonitor the data bus for an idle state where data is not beingtransmitted, before the system transmits data on the data bus.

As discussed, many conventional interrogation or other types of datacommunication devices have been designed for use in direct electricalcommunication with the data bus of a vehicle. These systems, to someextent, do not experience problems with the infrastructure or protocolof the data bus because they are in direct electrical connection withthe data bus. This direct electrical connection allows these systems tomonitor the idle states of the data bus in real-time. For this reason,in the past few years several interrogation devices have been developedfor transmitting and receiving data from the data bus of a vehicle usingdirect electrical communication with the data bus. Importantly, theseinterrogation devices typically use software programs that arespecifically designed to interface with the data bus in real-time. Thesoftware programs monitor the bus for idle states and transmit data tothe bus. These systems, however, still have extensive limitations.

SUMMARY OF THE INVENTION

With the foregoing in mind, the present invention advantageouslyprovides an apparatus and methods of data communication between avehicle and a remote data communication terminal so that variousoperating characteristics of the vehicle can be monitor or observed. Thepresent invention also advantageously provides an apparatus and methodsof data communication for discretely and compactly communicating databetween a vehicle and a remote data communication terminal. The presentinvention additionally provides an apparatus and method of datacommunication which is readily adapted to existing vehicle datacommunication technology and does not require either extensiveretrofitting or extensive and expensive additions to existing vehicledata communication technology. The present invention furtheradvantageously provides an apparatus and methods of data communicationso that when the apparatus is mounted to a vehicle a third party wouldnot readily recognize that the vehicle is equipped for datacommunications from the vehicle to a remote data communicationsterminal. The present invention still further advantageously providesvehicle identification systems and methods for identifying vehicles suchas tractor/trailer rigs and components thereof which are accurate underlow light and other visibility-obscuring conditions, which are resistantto electromagnetic interference, and which may identify atractor/trailer rig and components thereof when the tractor/trailer rigis in motion.

Yet additionally, the present invention provides several apparatus,methods, and computer program products that establish a datacommunication link between a remote interrogation device and the databus of a vehicle with reduced transmission delay. Due to this reducedtransmission delay, modifications to the existing software of theinterrogation device are not necessary. As such, remote, wirelessinterrogation devices may be designed or retrofitted in a cost effectivemanner. Additionally, the present invention provides apparatus andmethods that isolate the data bus of a vehicle from the transceiver usedfor remote wireless communication when a data communication link is notestablished, such that spurious signals are not applied to the data bus.

These and other objects, features and advantages of the presentinvention are provided by vehicle identification systems and methods inwhich an optical identification signal representing an identity of avehicle, for example a tractor/trailer rig, is produced by opticalwavelength carrier communicating means located on the vehicle, fromwhich an identity of the vehicle may be determining means positionedexternal to the vehicle. The optical identification signal includes anoptical wavelength carrier signal, preferably from the infrared portionof the optical spectrum. Preferably, the optical wavelength carriercommunicating means includes identification signal generating means forgenerating an identification signal representing an identity of thevehicle and an optical transmitter for producing the opticalidentification signal. The identification system may further comprise anindicator in which the optical transmitter may be retained with theindicator including means for mounting the indicator on the vehicle.Preferably, the indicator, such as an existing marker or lamp on atrailer or a tractor, preferably includes an indicator housing whichincludes means for retaining the optical transmitter within theindicator such that the optical transmitter is concealed. Morepreferably, the indicator housing preferably has an inconspicuousstandard truck light form factor similar to the running or clearancelights commonly used on vehicles.

The present invention thus provides rapid and accurate identification ofa vehicle without requiring the intervention of a human operator who hashigh associated labor costs and is prone to error. Unlike identificationsystems which require close proximity to the vehicle, such as bar codeand magnetic stripe systems, the present invention provides for remoteidentification and identification when the vehicle is moving at highrates of speed and during periods of darkness or obscured visibility. Areasonable range for identification is provided, even under conditionsof rain, fog, and mist, without the interference and regulatory concernswhich are often attendant to radio frequency communications techniques.Concealing the optical transmitter within a standard form factorindicator renders the identification system less conspicuous and lessvulnerable to damage and theft.

In particular, a vehicle identification system according to the presentinvention includes a vehicle. Optical wavelength carrier communicationmeans located on the vehicle produces an optical identification signalrepresenting an identity of the vehicle. The optical identificationsignal includes an optical wavelength carrier signal. Preferably, theoptical wavelength carrier signal includes a near infrared wavelengthcarrier signal, more preferably an optical wavelength carrier signalhaving a wavelength between 700 nanometers and 1400 nanometers. Identitydetermining means positioned external to the vehicle determine anidentity of the vehicle from the optical identification signal.

The optical wavelength carrier communicating preferably includesidentification signal generating means for generating an identificationsignal representing an identity of the vehicle and an optical signalfrom the generated identification signal. The optical transmitterpreferably includes an array of optical emitting diodes and a modulatorwhich modulates the diode array to produce the optical identificationsignal. The array of optical emitting diodes preferably includesinfrared emitting diodes, more preferably gallium aluminum arsenideinfrared emitting diodes having peak gain for wavelengths betweenapproximately 700 nanometers and approximately 1400 nanometers.

According to a “Standalone ID Tag” aspect of the present invention, theindicator includes an indicator housing which retains the identificationsignal generating means and the optical transmitter within theindicator. The resulting combination provides a simple, low-cost “tag”for identifying a vehicle or component. The tag may be easily connectedto a power bus, for example, using an existing running or clearancelight location. Existing equipment may thus be easily and inexpensivelyretrofitted with such standalone tags.

A data communication apparatus for a vehicle is also provided accordingto the present invention. Although the vehicle is preferably a heavyduty vehicle such as is preferably a tractor and a trailer connected tothe tractor. The tractor preferably includes a cab. The datacommunications apparatus is preferably connected to the tractor and thetrailer for communicating data to and from the tractor and the trailerto a remote data terminal. The data communications apparatus preferablyincludes a plurality of electrical conductors associated with andextending between the tractor and the trailer. A connector is connectedin series with the plurality of electrical conductors and, for example,can be positioned in the cab of the tractor or outside of the tractor ortrailer or other portions of a vehicle such as in a side light marker.The apparatus also includes vehicle data communications protocolconverting means connected to the plurality of electrical conductors forconverting a first data communications protocol used to communicate dataalong the plurality of electrical conductors to a second datacommunications protocol. For example, the second data communicationsprotocol is preferably one of either an infrared data communicationsprotocol or a radio frequency (“RF”) data communications protocol. Afirst transceiver is associated with the connector and is connected tothe vehicle data communications protocol converting means fortransmitting and receiving the second data communications protocol. Aremote data communication terminal which preferably includes a secondtransceiver for transmitting the second data communications protocol tothe first transceiver and receiving the data communications protocolfrom the first transceiver.

A method of data communications associated with a heavy duty vehicle isalso provided according to the present invention. The method preferablyincludes providing a plurality of electrical conductors associated witha heavy duty vehicle and converting a first data communications protocolassociated with data communications along the plurality of conductors toa second data communications protocol. The second data communicationsprotocol is preferably one of either an infrared data communicationsprotocol or a radio frequency (“RF”) data communications protocol. Themethod also includes transmitting the data communications protocol fromthe heavy duty vehicle to a remote data communications terminal.

Further, the present invention provides apparatus and methods thatfacilitate data communication with a vehicle, when the vehicle islocated within the transmission and reception range of the interrogationdevice. Also, the present invention provides apparatus and methods thatcan facilitate establishment of a data communication link with onevehicle in environments where several vehicles are within thetransmission and reception area of the interrogation device.

As discussed above, on problem with conventional retrofit interrogationdevices is the need to update or reprogram the existing software toaccommodate for delays associated with wireless transmission of data. Toremedy problems associated with wireless data transmission delays, thepresent invention provides an apparatus for validating data transmittedto and data transmitted from a data bus, such that receipt of false dataeither by the data bus or the remote location is eliminated. Further,the present invention analyzes the data bit by such that the data istransmitted in a wireless format with minimal delay.

The apparatus of this embodiment includes a transceiver in operableelectrical communication with the data bus of the vehicle. Thistransceiver is used to transmit data from the data bus to a remotelocation and receive data transmitted to the data bus from a remotelocation. Connected to the receiver is a processor that analyzes dataeither transmitted to or received from the data bus.

In operation, the processor analyzes data received by the Microprocessor one bit at a time to decrease delay in a data processing.Additionally, the Micro processor analyzes the data received by theprocessor and prevents propagation of false data from being applied toeither the data bus or to the remote location. As such, the apparatus ofthe present invention allows for wireless data communication withminimal delay, while also alleviating problems associated with receiptof false data.

In one embodiment, the processor of the present invention decreases thedelay for transmission of data by monitoring the edge of each bit.Specifically, the Micro processor of this embodiment determines thevalue of each bit of the data by sensing transition in logic states inthe data, such that the processor processes the data with minimal delay.

In addition to providing an apparatus and method for establishing a datalink having minimal delay between a data bus of a vehicle and a remoteinterrogation device, the present invention also provides computerprogram products. Specifically, the present invention provides acomputer-readable storage medium having computer-readable program codemeans embodied in the storage medium. The computer-readable program codemeans include first computer-readable program code means for analyzingdata transmitted to and from the data bus one bit at a time such thatdata may be transmitted to and from the data bus with minimal delay. Thecomputer-readable program code means also includes a secondcomputer-readable program code means for preventing propagation of falsedata to the remote location when data is transmitted to the data bus andpropagation of false data to the data bus when data is transmitted fromthe bus to the remote location.

In addition to providing apparatus, methods, computer program productsthat validate with minimal delay data transmitted to and from the databus of a vehicle, the present invention also provides apparatus andmethods for establishing a data communication link between a data bus ofa vehicle and a remote interrogation device where unwanted signals maybe received by the data bus and corrupt data on the data bus. Theapparatus of this embodiment includes a local transceiver in operableelectrical communication with the data bus of a vehicle for transmittingdata to and transmitting data from the bus. Connected to both thetransceiver and the data bus is a local processor. The apparatus of thisembodiment also includes a switch in operable electrical communicationwith the local processor, local transceiver, and the data bus. Theswitch has a closed position in which it connects the local transceiverand the data bus and an open position in which it isolates the localtransceiver from the data bus.

In operation, when a data link is to be established between the data busof a vehicle and a remote interrogation device, the processor closes theswitch such that the data bus may receive data transmitted to thevehicle via the local transceiver. Importantly, in instances in whichdata is not transmitted to the data bus of the vehicle, the localprocessor opens the switch to thereby isolate the data bus from thetransceiver. As such, the apparatus of the present invention allows forremote data communication with the data bus of the vehicle, while alsoallowing the data bus to be isolated from outside noise signals, whenthe data bus is not receiving external data signals to thereby alleviatecorruption of existing data on the data bus.

As discussed above, the present invention provides an apparatus andmethod for isolating the data bus from external noise when the data busis not receiving external data. In some embodiments of the presentinvention, it is advantageous to alert the local processor that a remoteinterrogation device is attempting to form a data link with the data busof the vehicle, such that the processor will close the switch connectingthe data bus to the local transceiver. In this embodiment of the presentinvention, the apparatus further includes a remote interrogation devicehaving a remote transceiver in electrical communication with a remoteprocessor for transmitting to and receiving data from the data bus ofthe vehicle.

In operation, in a data transfer mode in which the remote interrogationdevice attempts to establish a data communication link with the data busof the vehicle, the remote processor transmits a data link command tothe local processor. Upon receipt of the data link command, the localprocessor closes the switch to thereby establish a data communicationlink between the data bus of the vehicle and the remote processor of theinterrogation device.

BRIEF DESCRIPTION OF THE DRAWINGS

Some of the objects and advantages of the present invention having beenstated, others will become apparent as the description proceeds whentaken in conjunction with the accompanying drawings in which:

FIG. 1 graphically illustrates a tractor/trailer rig according to theprior art;

FIG. 2 graphically illustrates an embodiment of a vehicle identificationsystem according to the present invention;

FIG. 3 graphically illustrates relationships between portions of avehicle identification system according to an embodiment of the presentinvention;

FIG. 4 illustrates operations for producing an optical identificationsignal according to an embodiment of the present invention;

FIG. 5 is a “Networked ID Tag” embodiment of the present invention;

FIG. 6 is a schematic block diagram of an electrical circuit whichgenerates an identification signal and transmits an opticalidentification signal from the generated identification signal accordingto an embodiment of the present invention;

FIG. 7 is an exploded view of a standard form factor indicatorembodiment of the present invention;

FIG. 8 illustrates operations for determining an identity of a vehiclefrom an optical identification signal according to an embodiment of thepresent invention;

FIG. 9 illustrates operations for receiving an optical identificationsignal and converting the received signal according to the presentinvention.

FIG. 10 is a side elevational view of a vehicle in an embodiment as atractor/trailer truck in combination with an apparatus for datacommunications between the truck and a remote data communicationterminal according to the present invention;

FIG. 11 is a perspective view of an apparatus for data communicationsbetween a vehicle and a remote data communications terminal having atransceiver positioned in a cab of a tractor of a tractor/trailer truckaccording to a first embodiment of the present invention;

FIG. 12 is a perspective view of an apparatus for data communicationsbetween a vehicle and a remote data communications terminal having atransceiver positioned in a cab of a tractor of a tractor/trailer truckand a remote data communications terminal positioned in the hands of adriver according to a first embodiment of the present invention;

FIG. 13 is an exploded perspective view of a connector, a transceiverhousing, and a transceiver of an apparatus for data communicationsbetween a vehicle and a remote data communications terminal according toa first embodiment of the present invention;

FIG. 14 is a schematic block diagram of an apparatus for datacommunications between a vehicle and a remote data communicationsterminal according to the present invention;

FIG. 15 is a fragmentary side elevational view of an apparatus for datacommunications between a vehicle and a remote data communicationsterminal according to a second embodiment of the present invention;

FIG. 16 is an enlarged perspective view of a vehicle light housing inthe form of a vehicle side light marker housing having portions thereofbroken away for clarity and having a transceiver positioned therein ofan apparatus for data communications between a vehicle and a remote datacommunications terminal according to a second embodiment of the presentinvention;

FIG. 17 is an enlarged perspective view of a connector, a transceiverhousing, and a transceiver positioned in the transceiver housing of anapparatus for data communications between a vehicle and a remote datacommunications terminal according to a third embodiment of the presentinvention;

FIG. 18 is a sectional view of a transceiver housing of an apparatus fordata communications between a vehicle and a remote data communicationsterminal taken along line 9-9 of FIG. 8 according to a third embodimentof the present invention;

FIG. 19 is a side elevational view of an apparatus for datacommunications between a vehicle and a remote data communicationsterminal according to a third embodiment of the present invention;

FIG. 20 is schematic block diagram of an apparatus for datacommunications between a vehicle and a remote data communicationsterminal according to the present invention;

FIG. 21 is a block diagram of a conventional apparatus used fortransmitting and receiving data from the data bus of a vehicle;

FIG. 22 is a side elevation view of a vehicle in which the variousapparatus, methods, and computer program products may be implemented toestablish a remote data communication link between the vehicle and aremote interrogation device;

FIG. 23 is a block diagram of an apparatus for validating with minimaldelay data transmitted to a data bus of a vehicle from a remote locationand data transmitted from the data bus of the vehicle to a remotelocation according to one embodiment of the present invention;

FIG. 24 is a block diagram of the operations performed to validate withminimal delay data transmitted to a data bus of a vehicle from a remotelocation and data transmitted from the data bus of the vehicle to aremote location according to one embodiment of the present invention;

FIG. 25 is a partial block diagram and top view of a remoteinterrogation device in relation to a vehicle for which the presentinvention may be used to establish a data communication link;

FIG. 26 is a block diagram of an apparatus for establishing a datacommunication link between a data bus of a vehicle and a remoteinterrogation device where unwanted signals may be received by the databus and corrupt data on the data bus according to one embodiment of thepresent invention;

FIG. 27 is a block diagram of the operations performed to establish adata communication link between a data bus of a vehicle and a remoteinterrogation device where unwanted signals may be received by the databus and corrupt data on the data bus according to one present invention;

FIG. 28A-28C are top views illustrating different scenarios forplacement of vehicles in relation to a remote interrogation device forwhich the present invention can establish a data communication linkbetween a data bus of one of the vehicles and the remote interrogationdevice according to various embodiments of the present invention;

FIG. 29 is a block diagram of an apparatus for establishing a data linkbetween a data bus of one of at least two vehicles and an interrogationdevice having a remote processor and a remote transceiver according toone embodiment of the present invention;

FIG. 30 is a schematic block diagram of the operations performed toestablish a data link between a data bus of one of at least two vehiclesand an interrogation device having a remote processor and a remotetransceiver according to one embodiment of the present invention; and

FIG. 31 is a block diagram of the operations performed to established adata link between a data bus of one of at least two vehicles and aninterrogation device having a remote processor and a remote transceiveraccording to one embodiment of the present invention.

DETAILED DESCRIPTION OF PREFERRED EMBODIMENTS

The present invention will now be described more fully hereinafter withreference to the accompanying drawings, in which preferred embodimentsof the invention are shown. This invention may, however, be embodied inmany different forms and should not be construed as limited to theillustrated embodiments set forth herein. Rather, these illustratedembodiments are provided so that this disclosure will be thorough andcomplete, and will fully convey the scope of the invention to thoseskilled in the art. Like numbers refer to like elements throughout, andprime and double prime notation are used to indicate similar elements inalternative embodiments.

FIG. 1 illustrates electrical subsystems of a vehicle, namely atractor/trailer vehicle or rig 5, which typically include a power bus 30electrically connected to one or more batteries 32, which are typicallycharged by an alternator 34 mechanically driven by a tractor engine 15,distributing electrical power from tractor 10 to subsystems throughoutthe vehicle 5. In addition to the power bus 30, the rig may include acommunication bus 40 used to communicate data between various subsystems50 of the rig. The Society of Automotive Engineers (SAE) has establishedvarious standards for communication busses in tractor/trailers. Forexample, the recommended practice of SAE J1708 defines serialcommunications for signals in heavy-duty vehicles using a twisted-pairwire driven under electrical parameters similar to IEEE RS-485, alongwith message formats and reserved addresses for such a system. SAE J1708is described in the publication “Surface Vehicle Recommended Practice,Serial Data Communications Between Microcomputer Systems in Heavy DutyVehicle Applications,” published by the Society of Automotive Engineers,Oct. 5, 1995, the entirety of which is herein incorporated by reference.

Power bus 30 may also serve as a communications bus. For example, adata-modulated carrier signal may be superposed on the power bus 30 byinductive or capacitive coupling. Communications over the power bus 30may employ spread spectrum techniques such as the spread spectrumtechnology embodied in integrated circuits and components (i.e.,Intellon SSC PLCEFN, XCR38149PRO2, QHCK-9409 integrated circuit orCEBus-compliant communications modules according to EIA RS-232 and ISAbus module standards) of the Intellon Spread Spectrum Carrier of theIntellon Corporation of Ocala, Fla. which are hereby incorporated hereinin its entirety by reference. As understood by those skilled in the art,a spectrum (e.g., 100-400 Khz) of frequencies for data communicationsallows the signal to be communicated in a manner over the power linewhich significantly reduces the interference or suppression of thereceived signal by other electro mechanical systems in thetractor/trailer, such as the alternator. In addition to twisted-pair andpower line carrier communications techniques, other techniques such asfiber optic or radio frequency (RF) communications techniques may beused.

FIG. 2 graphically illustrates an embodiment of a vehicle identificationsystem including a vehicle 5 comprising an ensemble of components 10, 20and optical wavelength carrier communicating means 110 positioned on thecomponent 20 of the ensemble, here a trailer. Optical wavelength carriercommunicating means 110 produces an optical identification signal 115representing an identity of the vehicle 5. The signal is preferablyemitted through a transmitter having a header, vehicle identificationdata, and a check sum or verifier. Identity determining means 120 ispositioned external to the vehicle 5. Identity determining means 120,here shown as including a receiver 122 and a console 124, determines anidentity of the vehicle from the data of the optical identificationsignal 115 as understood by those skilled in the art.

FIG. 3 illustrates the relationship between optical wavelength carriercommunicating means 110 and identity determining means 120 of FIG. 2 ingreater detail. Optical wavelength carrier communicating means 110 isillustrated as concealed within an indicator 700 which may be mounted onthe vehicle 5 using mounting means 750. The receiver 122 of identitydetermining means 120 includes optical receiving means 230. Opticalreceiving means 230 receives the optical identification signal 115produced by optical wavelength carrier communicating means 110.

Optical identification signal 115 includes a carrier signal having awavelength in the optical spectrum, a portion of the broaderelectromagnetic spectrum. The “IEEE Standard Dictionary of Electricaland Electronic Terms, ANSI/IEEE Std 100-1988, Fourth Edition,” publishedby the Institute of Electrical and Electronics Engineers, defines the“optical spectrum” as “generally, the electromagnetic spectrum withinthe wavelength region extending from the vacuum ultraviolet at 40nanometers (mm).” Those skilled in the art will understand that suchdefinitions are approximate and subject to change, and that “optical” asreferred to herein generally also refers to signals having wavelengthsin the portion of the electromagnetic spectrum for which communicationtechniques applicable in the visible spectrum are also applicable,including the use of photoemissive semiconductor materials to produceoptical signals, line-of-sight transmission of optical signals throughan atmospheric medium, the use of photosensitive semiconductor materialsto detect optical signals through an atmospheric medium, the use ofphotosensitive semiconductor materials to detect optical signals, andthe like. The optical spectrum is thus distinct from the radio frequencyspectrum which generally includes signals having wavelengths greaterthan 1 millimeter and which is generally subject to communicationregulations in the United States and elsewhere.

As an alternative, and although not preferred, a radio-frequency (RF)identification system could be used according to the present inventionwhereby a RF transmitter located on the rig sends identifyinginformation to the receiver externally located to the rig, for example,in a weigh station or a cargo terminal control office. Although RFcommunication techniques may provide increased information capacity anddetection range, several considerations may limit their practicalapplicability to tractor/trailer identification, and therefore suchsystems are not preferred. For example, RF communication systemsgenerally require FCC approval, with transmitter and receiver designbeing subject to regulation, and generally such systems would have tocompete with other users for an increasingly crowded FR spectrum.Moreover, RF systems can be vulnerable to electromagnetic interference,such as that produced by alternators or other electrical subsystemstypically found on rigs. The interference problem may be exacervbatedbecause identification typically is desired in staging areas such asweigh stations and cargo terminals where the presence of large numbersof rigs emitting RF signals may drastically increase interference.Minimizing interference and maintaining signal quality under theseconditions may require stringent bandwidth and power limitations whichmay necessitate costly transmitter and receiver designs.

FIG. 4 illustrates in detail functions of an optical wavelength carriercommunicating means 110 according to the present invention. Opticalwavelength carrier communicating means 110 includes identificationsignal generating means 210 for generating an identification signal 215representing an identity of the vehicle 5. From the generatedidentification signal 215, an optical transmitter 220 produces anoptical identification signal 115 representing an identity of thevehicle 5.

FIG. 6 is an electrical schematic diagram of an exemplary embodiment ofidentification signal generating means 210 and an optical transmitter220 according to the present invention. Those skilled in the art willunderstand that the identification generating signal generating means210 may include derbies capable of producing an analog or digital signalfor transmission by the optical transmitter 220, such as amicrocontroller, programmable logic device (PLD), oscillator, and thelike. Those skilled in the art will also understand that theidentification may be generated using other hardware, software runningin a general or special purpose computer on the vehicle, by acombination of software and hardware. The identification signal may, forinstance, be a serial digital signal having a message format includingmultiple message structures and the like. Those skilled in the art willalso understand that the optical identification signal may becommunicated to the optical transmitter 420 using various communicationstechniques, such as those involving analog or digital transmission overtwisted wire pairs, power line carrier, optical fiber, and the like.

The optical transmitter 220 is shown including a modulating transistorQ1 which modulates an array of optical emitting diodes D1-D3 is aninfrared emitting diode producing an optical frequency carrier signal inthe range of 700-1400 nanometers, i.e., the near infrared portion of theelectromagnetic spectrum, similar to the inexpensive type ofoptical-emitting diode commonly used in smoke detectors. An example ofsuch an optical-emitting diode is the LTE 4228U high-intensity GalliumAluminum Arsenide optical emitting diode sold by Liteon, Inc. and asdescribed in Liteon catalogs as understood by those skilled in the art,the specification of which is hereby incorporated by reference. Thoseskilled in the art will understand that any number of diodes such as thediodes D1-D3 illustrated may be used with the present invention, withthe number depending on the amount of transmitted energy desired.

Those skilled in the art will understand that in the wavelength bandfrom 700 to 1400 nanometers, water exhibits increased transmissivity andthus optical radiation emitted in this portion of the spectrum is lesssubject to attenuation under the conditions of fog, mist, and rain whichare often encountered in tractor/trailer operations. Those skilled inthe art will also understand that other types of optical emitters may beutilized with the present invention. Emitters with peak intensity inother “windows” of the optical spectrum may be used with the presentinvention, for example, diodes which emit carrier frequencies in theinfrared atmospheric transmission bands at 3-5 micrometers and 8-12micrometers wavelength. Those skilled in the art will also understandthat although infrared emitting diodes such as those illustratedtypically emit non-coherent bands of carrier signals concentrated withina portion of the infrared region of the electromagnetic spectrum,non-coherent emitters with differing spectral distributions and coherentemitters such as lasers and diodes may also be used with the presentinvention.

FIG. 7 illustrates an embodiment of an indicator 700, including anindicator housing 701 having a standard truck light or track indicatorform factor (e.g., a lamp or marker), which preferably is used toconceal portions of optical wavelength carrier communication means 110,including the optical transmitter 200, thus rendering the identificationsystem less conspicuous on the exterior of a vehicle. This concealmentalso reduces attention being drawn to the transmitter so that theft ofand damage to the transmitter are reduced. The indicator housing 701retains the optical transmitter 220 within the indicator 700. Theindicator housing 701 retains the optical transmitter 220 within theindicator 700. The indicator housing 701 is here illustrated asincluding a sealed electronics package 710 which holds the opticaltransmitter 200, a transparent lens 720, and mounting base 740 whichenclose the sealed electronics package 710 from dirt and vibration. Theindicator 700 includes means 750 for mounting the indicator 700 on avehicle, here shown as holes for screws or bolts. Those skilled in theart will understand that the present invention may be used with avariety of other packaging arrangements which similarly conceal theoptical wavelength carrier communicating means, preferably within arunning light, clearance light, or other standardized form factorindicator commonly employed on the exterior of tractor/trailer rigs.

The indicator may include wires, terminals, or other features forproviding electrical power and other signals to the optical wavelengthcarrier communicating means 110. For example, indicator 700 may includemeans 760 for electrically connecting optical transmitter 220 to a powerbus, such as the power bus 30 illustrated in FIG. 1, such thatelectrical power and an identification signal 215 communicated over thebus may be conveyed to the optical transmitter 220.

The indicator housing 700 may retain both the identification signalgenerating means 210 and the optical transmitter 220 of the opticalwavelength communicating means 110 of FIG. 4, or retain only the opticaltransmitter 200. For the first “Standalone ID Tag” embodiment, a tag iscreated which may be used to identify the vehicle or component uponwhich it is mounted providing an easy and inexpensive retrofit forexisting equipment. For example, an existing running or clearance lightmay be replaced by an indicator 700 having a similar form factor andwhich retains optical wavelength communicating means 110 and usesexisting power connections.

For the second “Networked ID Tag” embodiment, as illustrated in theblock diagram of FIG. 5, identification signal generating means 210 maybe located within a component 410 of the vehicle, external to theindicator 700, and the identification signal 215 retained within theindicator 700 via a communications bus 415 such as an SAE U1708 bus,power bus, fiber optic bus, and the like. In this manner, a singleoptical transmitter 220 may produce multiple optical identificationsignals 115 from identification signals 215 generated by multipleidentification signal generating means 215 located on differentcomponents 410.

FIG. 8 illustrates in greater detail identity determining means 120 fordetermining an identity of a tractor/trailer from an opticalidentification signal such as produced by the optical wavelength carriercommunicating means 110 of FIGS. 2-7. Identity determining means 120 mayinclude optical receiving means 230 for receiving the opticalidentification signal 115 produced by optical signal converting means250 decodes an identity 125 of the vehicle 5 from the convertedidentification signal 245 wavelength communicating means 110 and usesexisting power connections.

FIG. 9 illustrates an exemplary embodiment of optical receiving means230 and optical signal converting means 240. Optical receiving means 230may include an infrared detector, preferably a detector exhibitingmaximum sensitivity in the near infrared portion of the electromagneticspectrum, in the region from approximately 700 nanometers to 1400nanometers, approximately corresponding to the spectra of theinfrared-emitting diodes discussed above. An example of such a detectoris the LTM-8834-7 photodetector sold by Liteon, Inc., as described inLiteon catalogs as understood by those skilled in the art, thespecification of which is hereby incorporated by reference.

Those skilled in the art will understand that many different types ofoptical detectors may be employed with the present invention. Forexample, the optical receiving means 230 may include photodiodes orphototransistors which exhibit peak sensitivities in other “windows” inthe optical region of the electromagnetic spectrum. The opticalreceiving means 230 may also include various reticles, lenses, mirrors,filters, and the like which may modify the sensitivity, selectivity, andother parameters of receiving means 230.

Also illustrated in FIG. 9, the optical signal converting means 240 ofFIG. 8 may include, for example, a micro-controller which converts thereceived optical identification signal 235 into converted identificationsignal 245 for use by the identification signal decoding means 250 ofFIG. 8. For example, the optical receiving means 230 may receive anoptical identification signal 115 having a specified serial data format,and the received optical identification signal 235 may include a digitalsignal having the same serial format. The optical signal convertingmeans 240 may convert the serial data signal into, for example, astandardized RS-232 data signal for input into a computer interface.

The decoding means 250 of FIG. 8 preferably includes communicationsinterface software running on a personal computer or similar computingplatform which interprets a data stream received from optical signalconverting means 240, extracting identity information relating to thetractor/trailer. Such interface software is well-known to those skilledin the art and will not be discussed in detail herein. An example ofsuch interface software is the Windows-based Software Wedge, marketed byT.A.L. Enterprises of Philadelphia, Pa., which can transfer serial datato Windows. For example Software Wedge may be used to port the convertedidentification signal 245 to a spreadsheet program such as Microsoft'sExcel, as part of a freight management system. The Software Wedge isdescribed further in the “Software Wedge” for Windows software manual(e.g., Version 3.0 Professional Edition) which is hereby incorporatedherein by reference and marketed by T.A.L. Enterprises of Philadelphia,Pa.

FIGS. 10-12 illustrate an apparatus 30 for data communicationsassociated with a heavy duty vehicle 20, namely a tractor/trailercombination or tractor/trailer truck, according to a first embodiment ofthe present invention. As understood by those skilled in the art, thetractor/trailer combination preferably includes a tractor 21 connectedto a trailer 25 for pulling the trailer 25. The tractor 21 and trailer25 include respective frames and coupling means for coupling the trailer25 to the tractor 21. In addition, the tractor 21 includes an engine,such as a diesel engine or other motor, for moving the tractor 21 tothereby pull the trailer 25. It will also be understood by those skilledin the art that other types of heavy duty vehicles, such as arecreational vehicle, agricultural tractors or other heavy duty vehiclesused in association with agricultural uses, can also be used accordingto the present invention.

The data communications apparatus 30 preferably includes at least oneelectronic subsystem 40 associated with the heavy duty vehicle 20. Theat least one electronic subsystem 40, for example, can include ananti-locking brake system (“ABS”) 41 connected to the heavy duty vehicle20. The tractor/trailer combination, however, preferably includes aplurality of electronic subsystems associated with tractor 21 and/ortrailer 25. The electronic subsystems 40 preferably produce data orincludes some type of signal generating means, e.g., preferably providedby a signal generator 42. Some examples of these electronic subsystems40 and features which may be controlled and/or monitored by theapparatus of the present invention are illustrated for a tractor/trailercombination in Table I and for an agricultural tractor in Table IIbelow:

TABLE I TRACTOR TRAILER Mirror Tracking Reefer Temperatures Mirror withTrailer Display Reefer Pressures Controls for Reefer (Engine) TrailerIdentification Controls for Trailer Slide Blind Spot Warning Axle CargoInformation Controls for Landing Gear Smoke/Fire Detection Active FaringOverall (Tanker) Recorder for Trailer Functions Cargo Shift Satellitefor Trailer Functions Weight Detection Brake System Information AntiLock Failure Brake By Wire Brake By Wire Climate Controls for ReeferBackup Lamps Suspension Control Sliding Axle Control Liftable TailgateTime Pressure Monitor Lamp Outage Monitor Stop Lamp Saver (with doublesand triples) Water in Air Reservoir Liftable Landing Gear BrakeTemperature Mirror with Trailer Display Emergency Line PressureDetection Trailer Identification Trailer Brake Temperature Blind SpotWarning Trailer Axle Temperatures Cargo Information Trailer SecurityTime Pressure Warning Weight Broadcast Smoke Detector Trailer VoltageStatus Roll Over Protection Active Conspicuity (Lighting) Active TirePressure Backup Alarm Inventory Data Collection Security Warning TrailerEngine Start Trailer Engine Monitor Tractor/Changing from Reefer TrailerDome Lamps Rear Door Lift (Motorized)

TABLE II TRACTOR IMPLEMENT Vehicle Spped Optimization Sprayer PressureEngine Speed Optimization Speed Planning Rates Implement Display DepthPosition GPS (Satellite Control to Implement) Hydraulic Controls SpeedCounting Moisture Sensing

The data communications apparatus 30 also preferably includes aplurality of electrical conductors 38, e.g., preferably provided bytwisted pair wiring as understood by those skilled in the art, which arepreferably connected to the plurality of electronic subsystems 40 andassociated with the heavy duty vehicle 20. The plurality of electricalconductors 38 preferably provide one or more data communicationschannels or paths for data communications with the electronic subsystems40, as well as a controller 45 as described further below herein.

As perhaps best illustrated in FIGS. 15 and 20, the data communicationsapparatus 30 preferably also has vehicle data communications protocolconverting means 33, 33′, e.g., preferably provided by a vehicle datacommunications protocol converter as illustrated by first and seconddata communications protocol converters 37, 39, 37′, 39′ and a firstsignal booster 36, 36′, connected to the plurality of electricalconductors 38, 38′ for converting a first data communications protocolassociated with data communications along the plurality of electricalconductors 38, 38′ to a second data communications protocol. Asunderstood by those skilled in the art, the first data communicationsprotocol is preferably according to SAE J1708, but also could beaccording to SAE J1939 or RS-485. In other words, the first datacommunications protocol is preferably an existing data communicationsprotocol conventionally associated with the tractor/trailer combinationor the heavy duty vehicle 20. The first data communications protocolconverter 37 is preferably an RS-485 transceiver, as understood by thoseskilled in the art, which transmits and receives data communicationsaccording to the J1708 protocol to the plurality of conductors 38 andtransmits and receives data communications according to the RS-485protocol to the second data communications protocol converter 39 andvice-versa.

Additionally, the vehicle data communications protocol converting means33 can convert the first data communications protocol, e.g., SAE J1708,into a third data communications protocol, e.g., RS-485, and thenconvert the third data communications protocol, e.g., RS-485, into yetthe second data communications protocol, e.g., IrDa or other infrared orRF data communications protocol, which is used to transmit datathrough-the-air to a remote data communications terminal 60, 60′ (seeFIGS. 14 and 20). The second data communications protocol converter 39preferably is a combination of a microprocessor or other microcontrollerconnected to the RS-485 transceiver which transmits and receives logiclevel signals and an infrared IrDA compliant integrated circuit, such asprovided by Hewlett Packard or Rohm as understood by those skilled inthe art, connected to the microprocessor which transmits and receivesthe logic level signals.

When transmitting from the vehicle 20, the IrDA compliant integratedcircuit receives logic levels from the microcontroller and converts thelogic levels to IrDA data communications protocol based upon timedinfrared pulse signals of a predetermined position, pulse widths, and/orduration depending on the desired baud or bit rate of datacommunications. The IrDA integrated circuit also receives an infrareddata communications protocol and transmits logic levels when receivingdata communications from a remote data communications terminal 60. TheIrDA integrated circuit can include a built-in infrared transceiver 35,e.g., an infrared light emitting diode and an infrared photodetector orphotodiode. At least the infrared light emitter or light emitting diode,however, is preferably not built into the IrDA integrated circuitbecause the vehicle data communications protocol converting means 33also preferably includes the first signal booster 36.

The second data communications protocol is preferably one of either aninfrared data communications protocol or an RF data communicationsprotocol. In other words, the second data communications protocol ispreferably a through-the-air type of data communications protocol whichdoes not require equipment to be coupled to the heavy duty vehicle 20when obtaining data therefrom or monitoring vehicle operationalconditions. If the data communications is according to an RF datacommunications protocol as illustrated in FIG. 11, then the second datacommunication protocol converter 39′ preferably includes an RF datacommunications integrated circuit or analog circuit as understood bythose skilled in the art which receives and transmits logic levels to amicroprocessor or microcontroller and transmits and receives RF datacommunications according to predetermined RF data communicationsprotocol, e.g., a simple modulation scheme or a more complex protocolsuch as CEBus as understood by those skilled in the art.

Additionally, particularly on the transmit portion of the vehicle datacommunications converting means 33, the converting means 33 alsopreferably includes a signal booster 36, e.g., preferably provided byamplification circuitry and/or power boosting circuitry, whichadvantageously boosts the transmit signal to thereby increase thesuccessful transmit range of the associated transmit portion of thetransceiver 35.

An infrared data communications protocol, such as IrDA as understood bythose skilled in the art, can be particularly advantageous inassociation with heavy duty vehicles for numerous reasons. For example,dirt, dust, grime, corrosive atmospheres, vibration, rough handling, orother obstacles can often be readily overcome with appropriate design ofthe driving and receiving electronics. Also, infrared datacommunications is immune from electro-magnetic interference (“EMI”)which, as understood by those skilled in the art, can impact other typesof data communications media. Further, infrared data communicationswould not interfere with other type of through-the-air datacommunications channels such as RF data communications.

As illustrated in FIGS. 10-11 and 13, a connector 50 is preferablyconnected to the plurality of electrical conductors 38. The connector 50can also be connected to one or more of the electronic subsystems 40,e.g., an ABS system, preferably through the electrical conductors 38.For example, the connector 50 can be a six-pin Deutch connector or otherwell known connector associated with trucks or other heavy duty vehicles(see FIG. 4). The connector 50, in a first embodiment, also can beadvantageously positioned in the cab 23 of the tractor 21 of the truck(see FIGS. 11-12). This location, for example, is a secure position fora transceiver 35, as described further below herein, because the cab 23can be locked and a security alarm system or other security system canbe associated with the cab 23. Additionally, the cab 23 provides aconvenient position for the driver, government officials, or othersinvolved in the related industry to provide access to operationalconditions of the vehicle 20. This further takes advantage of existingpositions of vehicle connectors to tap into or access the plurality ofelectrical conductors 38 which provide data or information to the cab ofthe tractor without requiring extensive rewiring, retrofitting, oradding expensive equipment to the vehicle 20.

As perhaps best illustrated in FIGS. 17-19, in a second embodiment ofthe connector 50′, for example, the connector 50′ can be positioned moreclosely in association with one of the electronic subsystems 40 such asthe ABS system of the trailer 25 of the truck. The second embodimentalso illustrates a connector 50′ known to those in the heavy dutyvehicle art, and namely the trucking industry. This connector 50′,however, is advantageously modified by adding a transceiver housing 34and a transceiver 35 as described further below herein. In each of thefirst and second embodiments, the connector 50, 50′ preferably includesa plurality of pins 55 having a predetermined pin configuration. Theconnector 50, 50′ also preferably has one of either a generallycylindrical or a generally rectangular shape.

The connector 50, 50′ also preferably has first and second matingconnector portions 51, 52, 51′, 52′ which are joined together by africtional fit so that the plurality of pins 55 are matingly receivedinto a corresponding plurality of contact elements 56. As understood bythose skilled in the art, the connector 50, 50′ can also have some typeof connector aligning means associated therewith for readily aligningthe first and second mating connector portions 51, 52, 51′, 52′.

A transceiver housing 34 is preferably detachably connected to theconnector 50, 50′. The transceiver housing 34, 34′ also preferablyincludes a translucent cover member 31 for transmitting the second datacommunications protocol therethrough. In a first embodiment of thetransceiver housing 34, the transceiver housing 34 can either includethe second mating connector portion 52 being formed as a portion of orintegrally as a single piece therewith, or the second mating connectorportion 52 can define the transceiver housing 34. The transceiverhousing 34 in this embodiment likewise preferably has one of either acylindrical or a rectangular shape. The transceiver housing 34preferably includes or has integrally formed as one piece therewith anoptically translucent cover member 31 for transmitting and receivinginfrared or RF data communications therethrough to the remote datacommunications terminal 60. Advantageously, because the transceiverhousing 34 forms a portion of or readily attaches to a standard vehicleconnector, e.g., the first mating connector portion 51, the datacommunications apparatus 30 is readily adapted to existing heavy dutyvehicle data communication technology and does not require eitherextensive retrofitting or extensive and expensive additions to existingheavy duty vehicle data communication technology.

As perhaps best illustrated in FIGS. 15-16, in a second embodiment ofthe transceiver housing 34′, the transceiver housing 34′ canadvantageously be a vehicle light housing mounted to the heavy dutyvehicle 20 for housing a vehicle light. The vehicle light housing, forexample, can advantageously be a side-marker light housing mounted tothe trailer 25 of a truck so that a third party would not readilyrecognize that the truck is equipped with the data communicationsapparatus 30.

A transceiver 35 is preferably positioned within the transceiver housing34, 34′ and connected to the vehicle data communications protocolconverting means 33 for transmitting the second data communicationsprotocol from the heavy duty vehicle 20 and receiving the datacommunications protocol from a remote data communications terminal 60.For infrared data communications, for example, the transceiver 35 (seealso FIG. 13) preferably includes a plurality of infrared light emitteror light emitting diodes, a plurality of infrared photodiodes, andassociated drive and amplification circuitry as understood by thoseskilled in the art.

As also understood by those skilled in the art, the transceiver 35 ispreferably only a physical layer signal processing transceiver, e.g.,infrared or radio frequency, and preferably includes a combinationtransmitter and receiver which collects data or information from thevarious subsystems and communicates the data to one or more remote datacommunications terminals 60. The transceiver 35 is preferably a firsttransceiver 35, and the one or more remote data communication terminals60 preferably each include a second transceiver 65, 65′ for transmittingthe second data communications protocol to the first transceiver 35 andreceiving the second data communications protocol from the firsttransceiver 35. The second transceiver 65, 65′ is preferably similar tothe first transceiver 35 as described herein above and accordingly forbrevity will not be repeated herein.

The first and second transceivers 35, 35′, 65, 65′ also each include asignal processing physical layer. Advantageously, the second datacommunications protocol only uses the physical layer of the first andsecond transceivers 35, 65 for signal processing and not a data linklayer (“DLL”) as understood by those skilled in the art. By only usingthe physical layer for signal processing, the data communications andcoding or modulation schemes for the communications is greatlysimplified and the data conversion from one data communications protocolto another data communications protocol is also simplified.

The remote data communications terminal 60 is preferably a computer,e.g., provided by a portable laptop or handheld computer, or otherportable or substantially stationary remote data collection stations asunderstood by those skilled in the art. The remote data communicationsterminal 60 also includes remote data communications protocol convertingmeans 63, e.g., preferably provided by a remote data communicationprotocol converter as illustrated by the third data communicationsprotocol converter 69 and the second signal booster 66, for convertingthe second data communications protocol received by the remote datacommunications terminal to a third data communications protocolassociated with the computer. The third data communications protocol,for example, can be RS-232, RS-422, RS-423 or other data communicationsprotocol, as understood by those skilled in the art. If two conversionsoccur in the vehicle data converter 33, e.g., RS-485 to RS-232 andRS-232 to IrDA or RF, then the third data communications protocol wouldactually be yet a fourth data communications protocol as sequentiallyillustrated in FIGS. 14 and 19. The remote data communications protocolconverting means 63, e.g., a remote data communications protocolconverter, also preferably includes data signal boosting means, e.g., asecond signal booster 66 similar to the first signal booster 36 asdescribed above herein, for boosting the range of the signal between theremote data communications terminal 60 and the first transceiver 35 ofthe data communications apparatus 30 to thereby increase the effectiverange of transmission for which the apparatus 30 is anticipated to beused. The remote data communications terminal also preferably includes apredetermined data communications protocol transceiver 61, 61′, e.g.,preferably provided by an RS-232 transceiver as understood by thoseskilled in the art, as a data communications interface to the personalcomputer 68 or other data terminal.

The data communications apparatus 30 according to the present inventionpreferably also includes at least one controller 45 connected to the atleast one electronic subsystem 40 and the plurality of electricalconnectors 38 for controlling data communications along the plurality ofelectrical conductors 38, e.g., to and from the electronic subsystem(s)40. As understood by those skilled in the art, the controller 45preferably includes a microprocessor or microcomputer operating understored program control to perform various functions related to themonitoring and control of various electronic subsystems on either orboth of the tractor 21 and trailer 25 or to the remote datacommunications terminals 60.

As set forth previously above, each electronic subsystem 40 to becontrolled and/or monitored preferably includes signal generating means,e.g., preferably provided by a signal generator, connected to thecontroller 45 for generating a signal related to the operation of thevehicle 20. The controller 45, for example, produces or outputs a numberof digital or analog output controls in the form of relay contactclosures or other signals to either the subsystems or to the transceiver35. The controller 45, for example, can also be an ABS controller whichactuates control valves on the trailer 25 to control the brake chambersof the brakes associated with the trailer 25.

As illustrated in FIGS. 10-20, the present invention also includesmethods of data communications associated with a heavy duty vehicle 20.The method preferably includes providing a plurality of electricalconductors 38 associated with a heavy duty vehicle 20 and converting afirst vehicle data communications protocol associated with datacommunications along the plurality of electrical conductors 38 to asecond data communications protocol. The method also includestransmitting the second data communications protocol from the heavy dutyvehicle 20 to a remote data communications terminal 60. The first datacommunications protocol is preferably either SAE J1708 or SAE J1939. Thesecond data communications protocol, on the other hand, is preferablyone of either an infrared data communications protocol or an RF datacommunications protocol.

The method can also include receiving the second data communicationsprotocol from the remote data communications terminal 60, controllingdata communications along the plurality of electrical conductors 38, andgenerating a signal related to the operation of the vehicle 20. Forexample, the remote data communications terminal 60 can be a computer,and the method can include remotely converting the second datacommunications protocol received by the remote data communicationsterminal 60 to a third data communications protocol associated with thecomputer.

The method additionally can include positioning a connector 50 so as tobe connected in series with the plurality of electrical conductors 38,positioning a transceiver 35 in association with the connector 50,detachably connecting a transceiver housing 34 to the connector 50, andpositioning the transceiver 35 within the transceiver housing 34. Thetransceiver housing 34 preferably includes a translucent cover member 31for transmitting and receiving the second data communications protocoltherethrough.

The method can still further include providing at least one electronicsubsystem 40 associated with the heavy duty vehicle 20 and connected tothe plurality of electrical conductors 38 related to operation of theheavy duty vehicle 20. The transceiver 35 is preferably a firsttransceiver, and the remote data communication terminal 60 includes asecond transceiver 65. The method also includes transmitting the seconddata communications protocol to the first transceiver 35 and receivingthe second data communications protocol from the first transceiver 35.The first and second transceivers 35, 65 each preferably include aphysical layer, and the method further includes transmitting andreceiving the second data communications protocol only using thephysical layer of the first and second transceivers 35, 65.

As detailed below, the present invention provides apparatus, methods,and computer program products for validating data transmitted to andfrom the data bus of a vehicle and apparatus and methods for eachestablishing data communication links with vehicles. Importantly, thepresent invention provides apparatus, methods, and computer programproducts that analyze data transmitted to and from the data bus of avehicle in a bit by bit format and isolate the data bus and remoteinterrogation device from the receipt of false data. By analyzing thedata in a bit by bit format and isolating the data bus and interrogationdevice from false data, the present invention can be used to replaceconventional direct connection systems without requiring significantcost to reconFIG. existing diagnostic and data collection software ofexisting and newly designed interrogation devices.

Additionally, the present invention provides apparatus and methods forestablishing a data communication link between a remote interrogationdevice and the data bus of a vehicle. In one embodiment, the presentinvention provides a switch that isolates the data bus of the vehiclefrom the receipt of signal noise from a transceiver when the data bus isnot receiving data from a remote interrogation device. In anotherembodiment, the present invention provides data link commands from aremote interrogation device attempting to establish a data communicationlink with the data bus of the vehicle. In this embodiment, when thevehicle receives the data link command, the present invention connectsthe data bus to a transceiver such that a data communication link can bemade between the data bus and the remote interrogation device. In afurther embodiment, the present invention provides a periodic heartbeator signature data signal indicating an established data link between theremote processor and the data bus. In this embodiment, if the vehicleceases receiving the signature data signal, the vehicle determines thatthe data communication link has ended and will isolate the data bus fromthe transceiver. Further, the present invention provides embodiments,the allow a remote interrogation device to a establish a datacommunication with one vehicle, when other vehicles are located in thetransmission and reception range of the interrogation device. Thepresent invention also includes embodiments that can restrict a vehiclethat is on the fringe of the transmission and reception range of aninterrogation device from attempting to establish a data communicationlink with the interrogation device.

By processing data with minimal delay, isolating both the data bus andthe remote interrogation from receipt of false data, isolating the databus from external noise when the data bus is not communicating with theremote interrogation device, and providing information concerning theinitiation and status of a data communication link, the presentinvention provides a system that is more easily implemented in existingand future interrogation devices. Further, the present inventionprovides a system that minimizes the introduction of noise into the databus of vehicles and provides a practical system of data communication.

Due to the limitations of direct physical connection with a vehicle asdescribed above, however, there may also be a desire to retrofit theseexisting systems with front end wireless communication add-on systemssuch that the existing interrogation devices may be remotely locatedaway from the vehicle. For instance, by the present invention, many ofthese systems can now be retrofitted with RF based communication systemsthat communicate with the vehicle remotely. Although a conventionalsystems may attempt to provide wireless communication, the retrofit ofan existing interrogation device may be costly.

Specifically, because these retrofitted systems communicate with thevehicle remotely, instead of a direct electrical connection, there issome delay due to processing of the data and transmission of the data.Because of these delays, most of these systems can no longer provide areal-time data link with the data bus of the vehicle. Instead, aconventional attempt to retrofit may use data buffers that buffer datatransmitted to and data received from the data bus of the vehicle. Thebuffered data is held until the data bus has an idle state, at whichtime the data is applied to the data bus. This buffering of datapresents a problem, however, with retrofitting existing interrogationdevices.

Specifically, most of the interrogation systems, prior to retrofit, havecomputer software designed for real-time communication with the databus. As such, as part of the retrofit process, the original software foroperating the interrogation system must be updated or otherwisereprogrammed to accommodate for the delay due to buffering of data. Thereprogramming or updating of these programs can be costly. For instance,third party contractors, who may no longer be available for updating thesoftware, may have created many of the programs. Further, the softwaremay have been written using older software programming languages. Insome instances, the software may have to be totally reprogrammed. Assuch, solutions are needed that allow for remote, wireless communicationwith the data bus of vehicles that is either real-time or approximatelyreal-time, such that the software of the interrogation device and thedata bus communicate in approximate real-time and the software of theinterrogation device does not have to be altered.

One problem with providing remote, approximate real-time datacommunication is the data bus infrastructure and protocol and the datacommunication devices themselves. With reference to FIG. 21, some of theproblems associated with wireless communication with the data bus of avehicle are illustrated. Specifically, FIG. 21 shows a transceiver 10for transmitting to and receiving data from a remote location to beapplied to the data bus of a vehicle. The transceiver includes both atransmitter 12 and a receiver 14 connected to the data bus 16 of avehicle. In this illustration, the data bus uses J1708 protocol and is adifferentially driven, twisted pair. As discussed previously, the databus does not include a read and write data communication line. Instead,both the transmitter and the receiver of the infrared device arecommonly connected to the bus at a node 17. This common connectioncauses problems when data is transmitted from the receiver of thetransceiver to the data bus.

Specifically, when the receiver 14 of the transceiver receives data 18,the data 18 is applied to the data bus 16. Because of the commonconnection at the node 17, the data 18 is also applied to thetransmitter line of the transmitter 12. As such, as data is applied tothe data bus, it is also transmitted by the transceiver. This is firstproblematic because the data transmitted by the transceiver, which isreferred to herein as false data 19, is transmitted to a remoteinterrogation device and is basically bad data. Secondly, as thetransmitter 12 transmits the data, the receiver 14 of the transceiveralso receives the false data 19. Left unchecked, this false data 19 willpotentially corrupt not only the remote interrogation device but alsothe data bus.

Because of the infrastructure and protocol of the data bus and problemsassociated with transceivers receiving what they transmit, theseproblems must be addressed as part of signal processing when data istransmitted to and received from a remote location in a wireless format.Because of this data processing problem, many conventional add onwireless systems buffer the data, because they cannot process the datawithout significant delays. As discussed, however, buffering of the datain many instances requires reconfiguring existing software ofinterrogation devices, which can be costly. As such, communicationsystems are needed that alleviate the problems with false data withoutrequiring added delay, such that data may be transmitted to and from thedata bus of the vehicle in an approximate real-time manner.

In addition to problems associated with the delays in remote, wirelessdata communication with the data bus of a vehicle, there are may beparticular problems associated with the limited transmitting andreceiving range of most transceivers. As discussed, some vehicles, suchas heavy duty vehicles, use data bus infrastructures and protocol thatrequire interrogation devices to wait for an idle state on the bus priorto transmitting information to the data bus. A problem is presented whena transceiver is connected to the data bus of the vehicle for receivingexternal signals such as RF or IR signals. Specifically, when not in usefor data communication, the transceiver may receive spurious noisesignals from various sources that may be input on the data bus andcorrupt data on the data bus. For example, in the cases of IRtransceivers, light from the headlights of other vehicles or sunlightmay be received by the transceiver and applied to the data bus.Similarly, in the case of RF transceivers, spurious RF signals from manysources such as radios, cell phones, etc. As such, a communicationsystem is needed that isolates the data bus from remote data input whena remote data communication link is not established with the data bus.

An additional problem with wireless, remote data communication may becaused by the transmission and reception ranges of the interrogationdevices. For example, in instances in which the interrogation devicesuses RF communication, there is a limited coverage area within which theinterrogation device may receive and transmit data. A similar problemmay be experienced in instances where IR communication is used.Specifically, most IR transceivers have limited horizontal transmissionand reception ranges, such that vehicles outside the range may receiveeither intermittent or corrupted data signals. In these instances, it istypically not advantageous to establish a data communication link with avehicle that is either outside or on the fringe of the transmitting andreceiving range of the transceiver.

Problems may also be realized where there are several vehicles in anarea with which a remote interrogation device wishes to establish a datacommunication link. For instance, if the interrogation device is used ina garage or shipyard setting, the use of the interrogation device maywish to communicate with either a particular vehicle or several of thevehicles one at a time. Similarly, in a factory setting, the user of theinterrogation device may wish to correspond with vehicles one at a timeas they move past the interrogation device. Problems may occur, however,where two or more of the vehicles attempt to establish a datacommunication link with the interrogation device at the same time. Assuch, systems are needed that accommodate for the transmission andreception limitations of the transceivers. Additionally, systems areneeded that provide for establishing a data link with one vehicle in anenvironment where several vehicles are present.

The apparatus, methods, and computer programs products discussed indetail below are used in conjunction with wireless transmission systemsand remote interrogation devices. The various apparatus, methods, andcomputer program products are detailed below in conjunction with thedata bus of a heavy duty vehicle, such as a tractor-trailer combination.It should be understood that this disclosure is for illustrativepurposes only and is not meant to limit the scope of the presentinvention. Specifically, the present invention may be conFIG.d tooperate within the specific architecture of the data bus of manydifferent types of vehicles. For instance, the present invention may beused with cars, trucks, vans, tractors, and other farm equipment,construction equipment, aircraft, trains, etc.

As detailed above an initial problem with remote data communication withthe data bus of a vehicle is the infrastructure and protocol used by thebus and the transceiver. Specifically, because the data bus requiresapproximate real-time data communication to determine the idle states ofthe data bus, excessive delays in the data communication link with thedata bus may not be acceptable. For example, many conventional wirelesssystems have sufficient data processing delays such as that data must bebuffered and the software of the interrogation device must bereprogrammed to account for this buffering of data. An additionalproblem is because of the infrastructure and protocol of the data busand the nature of the RF and IR transceivers, data transmitted to andfrom the data bus is also received as false data. This false data cancorrupt either the data bus or the remote interrogation device.

With references to FIGS. 22 and 23, an apparatus according to oneembodiment of the present invention is illustrated in conjunction withthe data bus of a vehicle. With reference to FIG. 22, an illustration ofa typical vehicle with which the present invention may be implemented isshown. Specifically, FIG. 22, illustrates a tractor-trailer combinationvehicle 20, including a trailer 22 and a tractor 24 for pulling thetrailer. Importantly, the vehicle includes a data bus 26 that is routedthrough the tractor and trailer for transmitting data between a centralcomputer system 28 and various sub-systems 30 As known to those skilledin the art, the various sub-systems provide a variety of informationrelating to the vehicle and its cargo. For instance, a vehicle mayinclude subsystems that provide information such as the identificationof the vehicle, individual tire pressures, milage, cargo, information,anti-lock brake status, engine status, engine diagnostics, etc.

The data bus of a tractor-trailer vehicle is typically a physical RS 485differentially driven, twisted pair and the standard protocol is JI708or JI939. In the case of JI708 protocol, the bus is differentiallydriven at 9600 baud, while the JI939 is a CAN protocol anddifferentially driven at 250 kilo-baud. The twisted pair is halfduplexed such that one wire transmits the data with a logic 1 as theidle state and the second wire is a mirror image for data transmission.The data bus does not include a command for transmitting data. Insteadsystems wishing to transmit on the data bus must wait for an idle stateon the data. The protocol typically uses non-return to zero (NR2)encoding and includes a start bit of logic 1 and a stop bit of logiczero that proceed and trail each 8 bit data packet. Because each datapacket is 10 bits and the last or stop bit is logic zero, a string of 10logic 1 bits defines an idle state on the bus.

With references to FIG. 23, to communicate with the data bus of thevehicle, the present invention provides an apparatus 32 for invalidatingwith minimal delay data transmitted to the data bus and data transmittedfrom the data bus. The apparatus 32 includes a local transceiver 34 thatis in operable electrical communication with the data bus 26 of thevehicle shown in FIG. 22. Connected to both the data bus and thetransceiver is a processor 36. The processor includes a bus input line38 for inputting data to the data bus output line 40 for receiving datafrom the data bus for transmission to a remote location. The processoralso includes a remote input data line 42 for receiving data from thelocal transceiver for input to the data bus and a remote output line 44for transmitting data from the data bus via the transceiver to a remotelocation. Remote from the data bus is an interrogation device 46. Theinterrogation device includes a remote processor 48 and a remotetransceiver 50.

As discussed above, communication systems are needed that can transmitdata to and from the data bus with minimal delay such that neither thedata bus nor the software used by the interrogation devices sense adelay. Further, communication systems are needed that prevent theintroduction of false data into either the data bus or a remotelocation. The apparatus of the invention can overcome these problems.Specifically, the local and remote processors, 36 and 48, of the presentinvention analyze data transmitted from the data bus bit by bit suchthat the data is analyzed with minimal delay. Additionally, the localand remote processors, 36 and 48, of the prevention propagation of falsedata to either the data bus or to the remote location such that neitherthe data bus nor a remote interrogation device are corrupted.

Specifically, with reference to FIG. 24, to analyze the data bit by bitand prevent propagation of false data, both the local and remoteprocessors analyze the data as described below. The method illustratedin FIG. 24 is described with relation to the local processor 36,however, it is understood that similar steps are performed by the remoteprocessor 48. Initially, the local processor 36 sets the bus input line38 and the remote output 44 to logic 1 indicating an initial idle stateto both the data bus and the remoter interrogation device. (See step100). The processor 36 initially analyzes the bus output line 40 todetermine whether the data bus is transmitting data to the remoteinterrogation device. (See step 110). If the bus output line 40 containsdata (i.e., contains a logic 0), the processor 36 outputs the data onthe remote output line 44, (see step 120), which, is turn, istransmitted by the transceiver to the remote interrogation device. Theprocessor 36 continues to transmit data on the remote output line 44 aslong as the bus output line is 40 contains data. (See steps 110 and120). As described later, if the bus out put line is 40 does not containdata, the processor 36 analyzes the remote input line 42 to determinewhether the remote interrogation device is transmitting data. (See step140).

When data is no longer transmitted on the bus output line 40, theprocessor 36 sets the remote output line 44 to high indicating that itis idle. (See step 130). Next, the processor 36 analyzes the remoteinput line 42 to determine whether the remote interrogation device istransmitting data to the data bus. (See step 140). If the remote inputline contains data (i.e., Contains a logic 0), the processor 36 outputsthe data on the bus input line 38, (see step 150), which, in turn, isapplied to the data bus. The processor 36 continues to transmit data onthe bus input line 38 as long as the remote input line 42 contains data.(See step 140 and 150). When data is no longer transmitted on the remoteinput line 42, the processor 36 sets the bus line 38 to high indicatingthat it is idle. (See step 160).

With reference to the operation of the processor as illustrated in FIG.4, the present invention prevents propagation of false data to both thedata bus and the interrogation device. Specifically, as described inFIG. 21, due to the data bus infrastructure and protocol and due to thetransceivers, data transmitted to the data bus and to the remoteinterrogation is device is received by the local and remote processors,36 and 48, as false data. The present invention prevents the propagationof false data by analyzing the data as described above. Specifically,when data is transmitted on the bus input line 38, (see step 150), theprocessor does not evaluate data present on the bus output line 40. Assuch, false data applied to the bus output line 40 when data istransmitted on the bus input line 38 to the data bus is not transmittedto the remote interrogation device via the transceiver. Similarly, whendata is transmitted on the remote output line 44, (see step 120), theprocessor does not evaluate data present on the remote input line 42. Assuch, false data applied to the remote input line 42 by the transceiverreceiving the data transmitted by it to the interrogation device is notapplied to the data bus.

As detailed above, the processors, 36 and 48, of the present inventionanalyze the data one bit at a time, such that delay in data transmissionis minimal. To accomplish this a processor is needed that analyzes thedata at processing speeds corresponding to the baud rate of the databus. Specifically, a bus that operates on the JI708 standard has a baudrate of 9600 bits/second or 104 microseconds (10⁻⁶) per bit. In thisembodiment, processors are needed that operate at a significant dataprocessing speed such as that several instructions for analyzing thedata can be performed without causing a delay in communicating at the9600 baud rate used by the bus. For instance, if the processor has anoperating speed of 200 nanoseconds (10⁻⁹), then the processor canperform 250 instructions (i.e., 104 microseconds/200 nanoseconds).However, the number of instructions that may be performed must bereduced by the delay for transmission of the data. Specifically, thereis associated delay with IR and RF transmission of the data that reducesthe time allowed for processing of the data. As an example, in oneembodiment of the present invention, the processors operate at speeds of200 nanoseconds and the data is transmitted using IR. In this embodimentof the present invention, the processor is controlled via software toanalyze each bit of the data with 10 to 20 instructions, such that thedata can be analyzed and transmitted within the baud rate limitations ofthe bus. To minimize the number of instructions, assembly code is used.As such, the present invention creates an approximate real-time datalink between the bus and the remote interrogation device. Importantly,the present invention performs analysis and transmission of the datawith minimal delay such that as seen by the data bus and theinterrogation device wherein a virtual wire connects the two. Thus,existing software in an interrogation device does not need updating toretrofit the device for wireless data communication.

As discussed the present invention analyzes the data bit by bit toprocess the data with minimal delay. To increase the processing time forthe data, in one embodiment of the present invention, the processors donot delay until it has received the bit value before processing.Instead, in one embodiment of the present invention, the processorsdetermine the value of a data bit by sensing transition in logic statesin the data based on logic transitions, the present invention canminimize delay in processing and transmitting the data.

In addition, to providing apparatus and methods, the present inventionalso provides computer program products for validating with minimaldelay data transmitted to a data bus of a vehicle from a remote locationand data transmitted from the data bus of the vehicle to a remotelocation in a system where data transmitted to and from the data bus mayalso be received as false data. With reference to FIG. 3, the computerreadable storage medium may be included within the processors, 36 and48, of the present invention or may include a separate memory device,not shown. The computer readable program code means may be implementedby the processors to analyze the data bit by bit.

The computer-readable program code means for analyzing data transmittedto and from the data bus one bit at a time such as data may betransmitted to and from the data bus with minimal delay. Further, thecomputer-readable program code means also includes secondcomputer-readable program code means for preventing propagation of falsedata to the remote location when data is transmitted to the data bus andpropagation of false data to the bus when data is transmitted from thedata bus to the remote location.

With reference to the first computer-readable program code means, asdiscussed previously with respect to the various apparatus and methodsof the present invention, the first computer-readable program code meansanalyzes the data received bit by bit to decrease delay. Additionally,in some embodiments, the first computer-readable program code means maydetermine the value of each bit of the data by sensing transition inlogic states in the data such that the computer program productprocesses the data with minimal delay.

With reference to the second computer-readable program code means, asdiscussed previously with respect to the various apparatus and methodsof the present invention, the second computer-readable program codemeans may prevent propagation of false data by processing the data onebit at a time and ignoring false data that is received when data istransmitted to or from the data bus.

In this regard, FIGS. 23 and 24 are block diagram, flowchart and controlflow illustrations of methods, systems and program products according tothe invention. It will be understood that each block or step of theblock diagram, flowchart and control flow illustrations, andcombinations of blocks in the block diagram, flowchart and control flowillustrations, can be implemented by computer program instructions.These computer program instructions may be loaded onto a computer orother programmable apparatus to produce a machine, such that theinstructions which execute on the computer or other programmableapparatus create means for implementing the functions specified in theblock diagram, flowchart or control flow block(s) or step(s). Thesecomputer program instructions may also be stored in a computer-readablememory that can direct a computer or other programmable apparatus tofunction in a particular manner, such that the instructions stored inthe computer-readable memory produce an article of manufacture includinginstructions means which implement the functions specified in the blockdiagram, flowchart or control flow block(s) or step(s). The computerprogram instructions may also be loaded onto a computer or otherprogrammable apparatus to cause a series of operational steps to beperformed on the computer or other programmable apparatus to produce acomputer implemented process such that the instructions which execute onthe computer or other programmable apparatus provide steps forimplementing the functions specified in the block diagram, flowchart orcontrol flow block(s) or step(s).

Accordingly, blocks or steps of the block diagram, flowchart or controlflow illustrations support combinations of means for performing thespecified functions, combinations of steps for performing the specifiedfunctions and program instruction means for performing the specifiedfunctions. It will also be understood that each block or step of theblock diagram, flowchart or control flow illustrations, can beimplemented by special purpose hardware-based computer systems whichperform the specified functions or steps, or combinations of specialpurpose hardware and computer instructions.

In addition to providing apparatus, methods, and computer programproducts for processing data bit by bit and preventing propagation offalse data in the form of looped date, the present invention alsoprovides an apparatus and methods for establishing a data communicationlink with the data bus of a vehicle. As illustrated, the apparatus ofthe embodiments detailed later below include local and remote processorsfor establishing a data communication link between the interrogationdevice and the data bus of the vehicle. Specifically, the local andremote processors of the following embodiments are used to establishdata links, transmit heartbeat signals, and store and process data. Itshould be understood that the local and remote processors discussedbelow herein may be the same processors that are also used as describedabove to process transmitted data bit by bit and prevent introduction oflooped or false data.

In at least one implementation of the present invention, however,dedicated local and remote processors are used for the functions of bitby bit processing and prevention of propagation of looped or false dataas fast processing times are required. For higher level processing,however, such as establishing a data link, local and remote masterprocessors are preferably used. These master-type processors are inelectrical communication with the transceiver, dedicated processor, andthe data bus. In the various embodiments illustrated and discussedbelow, the processors are referred to generically as local and remoteprocessors. It should be understood that each local and remote processormay include a dedicated processor and a master processor or,alternatively, a single processor for performing all of the variousfunctions. Therefore, the local and remote processors will behereinafter referenced as such without further reference to thededicated and master processors.

In addition to processing data transmitted to and from the data bus withminimal delay, the present invention also provides apparatus and methodsfor establishing a data communication link between the data bus of avehicle and a remote interrogation device. For instance, one embodimentof the present invention, provides a method and apparatus that establisha communication data link between an interrogation device and the databus of a vehicle, whole also preventing the introduction of signal noiseinto the data bus. With reference to FIGS. 25-27, the environment inwhich the present invention is used and the apparatus and method areillustrated.

With reference to FIG. 25, in a typical embodiment, the presentinvention is used to receive and transmit data to and from the data busof a vehicle from a remote interrogation device. This may be in amanufacturing setting, where the vehicle is moving past theinterrogation devise on an assembly line, in a freight or rental carreturn depot, on highways where vehicles are known to pass, inmaintenance shops, etc. In these settings, the vehicle 20 is at a remotelocation from the interrogation device 46 and has a communication unit54. The interrogation device typically has as limited transmission range52, outside of which the communication unit of the vehicle andinterrogation device will either receive corrupted and/or intermittentdata signals. As such, it is typically advantageous to selectivelyestablish a data communication link when the vehicle is within thetransmission and reception range of the interrogation device.

With reference to FIG. 26, an apparatus according to one embodiment ofthe present invention for establishing a data communication link betweena data bus of a vehicle and a remote interrogation device, whereunwanted signals may be received by the data bus and corrupt data on thedata bus, is shown. Specifically, the apparatus of this embodimentincludes a local transceiver 34 in operable electrical communicationwith the data bus 26 for transmitting data from the data bus. Connectedto the transceiver 34 and the data bus 26 is a local processor 36.Further, the apparatus of this embodiment includes a switch 56 inoperable electrical communication with the local processor, localtransceiver, and the data bus. Importantly, in a closed position, theswitch connects the local transceiver and the data bus and in an openposition isolates the local transceiver from the data bus. Remote fromthe vehicle is an interrogation device 46. The interrogation deviceincludes a remote processor 48 in electrical communication with a remotetransceiver 50.

The apparatus of this embodiment of the present invention is importantas it isolates the data bus of the vehicle from receipt of corrupteddata and signal noise when the vehicle is either not within thetransmitting and receiving range 52 of the interrogation device 50 or adata bus of the vehicle.

Specifically, with reference to FIG. 27, in an idle mode, in which adata communication link is not established between the data bus and theinterrogation device, the local processor opens the switch such that thedata bus in not in electrical communication with the local transceiver.(See step 200) As such, false data in the form of signal noise receivedby the local transceiver from external sources, such as the sun andautomobile headlights in the case of IR transmission and spurious RFsignals in the case of RF transmission is not input on the data bus. Ina data transfer mode, however, in which it is desired to form a datacommunication link between the data bus of the vehicle and theinterrogation device, the remote processor 48 of the interrogationdevice transmits a data link command to the local processor 36. (Seestep 210). After receiving the data link command, the local processorcloses the switch to thereby establish a data link between the data busand the remote processor. (See step 220). As such, the present inventionalleviates the introduction of signal noise when data is not transmittedto the data bus of the vehicle, while also allowing a data communicationlink to be established between the data bus and the remoterinterrogation device in a data transfer mode.

As illustrated above, the remote processor, in a data transfer mode,transmits a data link command to the local processor of the presentinvention, such as the local processor closes the switch to therebyestablish a data communication link between the data bus and theinterrogation device. In some embodiments of the present invention, itis advantageous to also notify the local processor when a datacommunication link has ended such that the local processor may againopen the switch to alleviate the introduction of signal noise.

Specifically, with reference to FIG. 27, in one embodiment of thepresent invention, when transmitting data to the data bus in a datatransfer mode, (see step 230), the remote processor also periodicallytransmits a heartbeat signal to the local processor. (See step 240). Theheartbeat signal is sent at predetermined time intervals and indicatesto both the local and remote processors that a data communication linkis established. In this embodiment, both the local and remote processorsmonitor the receipt of the periodic heartbeat signal. (See step 250).When either the local or remote processor is finished transmitting data,they will cease transmitting the heartbeat signal. If the heartbeatsignal is not received by the local processor within the predeterminedtime interval from the last time the heartbeat signal was received (seestep 260), the local processor opens the switch thereby isolating thedata bus from the local transceiver. (See step 200). If the heartbeatsignal is not received by the remote processor within the predeterminedtime interval from the last time the heartbeat signal was received (seestep 260), the remote processor will stop transmitting or attempting toreceive data.

As discussed, the heartbeat signal may be terminated by the local orremote processor when a data communication link has ended. In addition,the heartbeat signal may also cease if the vehicle or the remoteinterrogation device are moved relative to each other, such that one orneither are no longer within receiving range of the heartbeat signal.Specifically, due to the environment, orientation of the vehicle to theinterrogation device, position of the vehicle on the fringe of thetransmission and reception range of the interrogation device, ormovement of the vehicle outside the transmission and reception range ofthe interrogation device, the data communication link may becomedistorted. In this embodiment, the heartbeat signal may not be receivedby either the local or remote processor indicating that the datacommunication link may become distorted. In this embodiment, theheartbeat signal may not be received by either the local or remoteprocessor indicating that the data communication link has become tenuousand no longer viable. As such the local processor will open the switchto prevent false data in the form of signal noise from entering the databus, and the remote processor will stop transmitting or attempting toreceive data.

As discussed above, the local and remote processor transmit a heartbeatsignal at predetermined time intervals. This predetermined time intervalis typically selectable either by programming the processors or alteringjumpers that are associated with the processors. The predetermined timeinterval may be any time interval. A typical time interval in the rangeof 1 to 5 seconds between transmission of the heartbeat signal istypically used.

In an alternative embodiment, a heartbeat signal is not used. Instead,the local and remote processors may analyze errors in the datatransmitted. In this embodiment of the present invention, the processorsmonitor the data for errors and determine that the data communicationlink is no longer viable when a predetermined percentage of the data isreceived in error.

In addition to establishing a data communication link between onevehicle and a remote interrogation device, the present invention alsoprovides an apparatus and methods that establish a data communicationlink with one vehicle, when more than one vehicle is located in thetransmission and reception range of the interrogation device. There maybe instances in which two vehicles are within the vicinity of theinterrogation device, such as in a freight yard, etc. In theseinstances, it is typically preferable that the interrogation deviceestablish a data communication link with the vehicles one at a time,such that data bound for one vehicle is not received by theinterrogation device. Further, it is typically advantageous that theremote interrogation device establish a data communication link with avehicle that is situated within the transmission and reception range ofthe interrogation device, as opposed to a vehicle either on the fringeor outside the transmission and reception range of the interrogationdevice.

FIGS. 28A-28C illustrate three separate scenarios in which a system isneeded to determine which of these vehicles the remote interrogationdevice should establish a data communication link. These FIG.s do notillustrate all possible scenarios, but merely are representativescenarios. With reference to FIG. 8A, there may be instances in whichtwo or more vehicles, namely 62 and 64, are located in the receivingrange 52 of the interrogation device 46 at the same time. In thisinstance, it is preferable that the interrogation device establish adata communication link with only one of the vehicles at a time.Similarly, in FIG. 28B, one of the vehicles, namely 64, may be locatedin the fringe portion of the transmitting and receiving range of theinterrogation device. In this instance, it is preferable for theinterrogation device to form a data communication link with the vehicle62 located in the transmitting and receiving ranges of the interrogationdevice, as opposed to the vehicle on the fringe, as data communicationwith the vehicle on the fringe may have a higher chance of data errors.Finally, FIG. 28C illustrates an instance in which an interrogationdevice has an established communication link 66 with a first vehicle,while a second vehicle 64 enters the transmitting and receiving range ofthe interrogation device. In this instances, it is preferable for theinterrogation device to maintain the data communication link 66 with thefirst vehicle 62, and for the second vehicle 64 to not receive or senddata until further data communication link has ended.

With reference to FIG. 29, an apparatus according to one embodiment forestablishing a data link between a data bus of one of at least twovehicles and an interrogation is illustrated. In this embodiment of thepresent invention, the interrogation device 46 includes a remoteprocessor 48 and a remote transceiver 50. Additionally, each of thevehicles, 62 and 64, include a communication unit 54. Each of thecommunication units, in turn, includes a local transceiver 34 inoperable electrical communication with the data of the associatedvehicle. The communication devices also include a local processor 36 anda switch 56 in operable electrical communication with both the localtransceiver and the data bus. Importantly, each of the communicationunits also includes a counter 58 in electrical communication with thelocal processor. Further, each of the vehicles has an associatedindividual data link threshold value that is typically different fromthe other vehicles.

As discussed the apparatus of this embodiment can be used to determinedwith which vehicle the interrogation device should establish a datacommunication link. For example, in the instance illustrated in FIG.28A, the apparatus of the present invention establishes a datacommunication link with one of the vehicles. Specifically, withreference FIG. 30, to establish a data communication link, the remoteprocessor of the interrogation device, initially transmits a periodicdata link command. (See step 320). Each of the local processors of eachof the vehicles monitors receipt of the periodic data link command (seestep 330), and the counter counts the number of times the data linkcommand has been sent. (See step 350). Each of the local processorscompares the number of times the data link command has been received atthe individual data link threshold value associated with the vehicle.(See step 360). This process is continued until the number of times thedata link command is received by one of the local processors equals theindividual data link threshold value associated with the vehicle. (Seestep 370). At this point, the local processor associated with thevehicle closes the switch connecting the data bus to the localtransceiver to thereby establish a data communication link between thedata bus of the vehicle and the remote processor of the interrogationdevice. (See step 380).

As a data communication link is established with the interrogationdevice and one of the vehicles, it is advantageous to ensure that theother vehicle does not attempt to establish a data communication linkwith the remote interrogation device until the data communication linkbetween interrogation device and the first vehicle is complete. Toaccomplish this, after the interrogation device has established acommunication link with the first vehicle, it ceases transmission of theperiodic data link command. (See step 360). As the local processor ofthe vehicle with which the interrogation device is not currently linkedno longer receives the periodic data link command, the local processorof the vehicle will not attempt to establish a data communication linkwith the interrogation device.

As detailed above, each of the vehicles has an associated data linkthreshold value that is different from the other vehicle. Although it ispossible to assign each of the vehicles to be interrogated an individualdata link threshold value, in some case, where there are a large numberof vehicles, this may not be practical. For example, some truckingcompanies may have several hundred vehicles. In this instance, assigninga number to each vehicle may cause some vehicles to have such large datalink threshold values that the vehicle may have to receive animpractical number of data link commands prior to establish a datacommunication link with the interrogation device.

With reference to FIG. 29, to remedy this, in one embodiment of thepresent invention, the communication unit 54 associated with eachvehicle further includes a random number generator 58 in electricalcommunication with each of the processors 36 and 48. With reference toFIG. 30, in this embodiment, random number generators for each deviceinitially generate a random number. (See step 300). The local processorfor each vehicle adds the random number to a preset number that istypically the same for all of the vehicles to create an individual datalink threshold value. (See step 310). Similar to previous embodiments,the remote processor of the interrogation device, transmits a periodicdata link command, (See step 320), and each of the local processors ofeach of the vehicles monitors receipt of the periodic data link command(see step 330), and the counter counts the number of times the data linkcommand has been sent (see step 350). Each of the local processorscompare the number of times the data link command has been received tothe individual data link threshold value associated with the vehicle.(See step 360). When the number of times that the data link is receivedby one of the local processors equals the individual data link thresholdvalue associated with the vehicle, (see step 370), the local processorassociated with the vehicle closes the switch connecting the data bus tothe local transceiver to thereby establish a data between the data busof the vehicle and the remote processor of the interrogation device.(See step 380).

As discussed previously, FIG. 28B illustrates an instance in which onevehicle 62 is located in the transmitting and receiving range of theinterrogation device and another vehicle 64 is located on the fringe ofthe transmitting and receiving range of the interrogation device. Inthis instance, the vehicle 64 located on the fringe portion of thetransmitting and receiving range 52 is more likely to receive eithercorrupted or intermittent data link communication commands from theinterrogation device. As such, it may be advantageous for theinterrogation device to establish a data communication link with thevehicle designated 62 as opposed to the vehicle 64 on the fringe oftransmission and reception range of the interrogation device.

To increase the chances that the interrogation device will establish adata communication link with the vehicle 62, in one embodiment of thepresent invention, every time a data communication link is missed by thelocal processor of a vehicle, the local processor resets the associatedcounter. Thus, the counter begins counting the number of times the datacommunication link is received from zero. In this embodiment, the datacommunication link command must be received a consecutive number oftimes that is equal to the data link threshold value before the localprocessor associated with the vehicle will establish a datacommunication link with the interrogation device. As such, vehicleslocated on the fringe or outside of the transmission and reception rangeof the interrogation device, that may receive either a corrupted orintermittent data link commands, will be less likely to establish a datacommunication link with the interrogation device.

With reference to FIG. 30, in this embodiment, the random numbergenerators for each communication unit initially generate a randomnumber. (See step 300). The local processor for each vehicle adds therandom number to create an individual data link threshold value. (Seestep 310). The remote processor of the interrogation device sequentiallytransmits a periodic data link command at a predetermined time intervalbetween transmissions (see step 320) and each of the local processors ofeach of the vehicles monitors receipt of the periodic data link command.(See step 330). If the current periodic data link command is notreceived within the predetermined time interval from last receipt of thedata link command, the local processor resets the counter. (See step340). If the data link command is received within the predetermined timeinterval, however, the counter increases the counts to indicate thenumber of times the data link command has been received consecutively.(See step 350). Each of the local processors compares the number oftimes the data link command has been received to the individual datalink threshold value associated with the vehicle. (See step 360). Whenthe number of times the data link command has been received by one ofthe local processors equals the individual data link threshold valueassociated with the vehicle (see step 370), the local processorassociated with the vehicle closes the switch connecting the data bus tothe local transceiver to thereby establish a data communication linkbetween the data bus of the vehicle and the remote processor of theinterrogation device. (See step 380).

As detailed above in relation to this embodiment, the data communicationlink must be received by the local processor of the vehicle aconsecutive number of times equal to the data link threshold valuebefore the local processor will establish a data communication link. Inlight of this fact, in some embodiments, the data link threshold valuefor each vehicle, and in the case where a random number generator isused, the preset portion of the data link threshold value may be chosento have a relatively large value. The value is chosen sufficiently largesuch that the vehicle 62 located within the transmission and receptionrange of the interrogation device is more likely to receive the datacommunication link more consecutive times and thereby exceed theindividual data link threshold value sooner than the vehicle 64 locatedon the fringe. Specifically, because the vehicle 64 on the fringereceives the signal intermittently, it will continue to reset thecounter each time a data link command is missed, and the counter willmore likely not reach a count that equals the individual data linkthreshold value. This result may also be accomplished by evaluating thenumber of errors received by the local processors for each vehicle.

With reference to FIG. 28C, the present invention also providesapparatus and methods that prevent the interrogation device fromestablishing a data communication link with a second vehicle 64 that hasentered the transmitting and receiving range of the interrogation devicewhile the interrogation device has established a data communication link66 with a first vehicle 62. Specifically, as discussed previously, afterthe interrogation device has established a data communication link withone vehicle, it ceases transmission of the data link command until thedata communication link with the vehicle has ended. As such, insituations where a second vehicle 64 enters the transmission andreception range of the vehicle, the second vehicle will not receive thedata link command and will not attempt to establish a data communicationlink with the interrogation device.

As detailed above, the interrogation device typically has a transmissionand reception range outside of which the data signal may be corrupted,intermittent, or non-existent. It should be understood that thetransmission and reception range of the interrogation device may also bemanipulated to either narrow or expand to some extent the transmissionand reception range of the interrogation device. For instance, in asetting where several vehicles are located close together, thetransmission and reception range of the interrogation device may bephysically narrowed, such that the interrogation device may be focusedoh a particular vehicle of interest.

In addition, the remote interrogation device may focus the system tocommunicate with one particular vehicle or a group of vehicles bycommanding vehicles in which the interrogation device is not interestedto remain idle. In this embodiment of the present invention, theinterrogation device may transmit an idle command that includes a listof vehicle identification numbers. Vehicles having one of theseidentification numbers will receive the command and not attempt toestablish a data communication link with the interrogation device.Similarly, the interrogation device may transmit a command that includesa list of vehicle identification numbers that the interrogation devicewishes to establish data communication. In this instance, only vehicleshaving corresponding identification numbers will attempt to establish adata communication link with the interrogation device.

Due to the limited transmission and reception range of the interrogationdevice, in some embodiments, it is advantageous to provide an indicationto the driver of the vehicle or to the user of the interrogation devicewhen the vehicle is within the transmission and reception range of theinterrogation device. Specifically, with reference to FIG. 29, eitherthe interrogation device or each communication unit may further includean indicator 60 in electrical communication with either the local orremote processor to indicate when the vehicle is in the transmitting andreceiving range 52 of the interrogation device. Specifically, ininstances in which the indicator is connected to the local processor ofthe communication unit, when a data link has been established with theremote processor of the interrogation device, the local processor maycontrol the indicator to indicate to a user that a data link has beenestablished. In another embodiment, the local processor may control theindicator to indicate to a user each time the local processor receivesthe data communication link command from the remote processor of theinterrogation device. In this embodiment, the user of the vehicle candetermine based on the period between indications whether the vehicle isinside the transmission and reception range of the interrogation device.

In addition to providing apparatus and methods that process data bit bybit, prevent the propagation of false data, and establish datacommunication links, the present invention also provides apparatus andmethods that either store data concerning the vehicle for latertransmission or store data for later transmission to either one orseveral vehicles. These embodiments may also allow for high speed datatransmission to either the vehicle or remote interrogation device.

Specifically, with reference to FIG. 31, an apparatus for storing datarelated to a vehicle for later transmittal is shown. In this embodimentof the present invention, the apparatus 66 includes a local transceiver34 that is in operable electrical communication with the data bus andthe transceiver is a local processor 36. Additionally, a local memorydevice 68 is in electrical communication with the local processor. Inthis embodiment of the present invention, during operation of thevehicle, the local processor receives data concerning systems ofinterest of both the vehicle and possibly the vehicle's cargo. This datais stored in the local memory device as historical data concerning thevehicle. This data may either be analyzed by the local processor ortransmitted to a remote interrogation device during a later datatransfer mode. As such, historical data concerning the vehicle and itscontents may be recorded for analysis. This historical data may includesuch parameters as the average speed of the vehicle, accelerations,number of times the vehicle had abrupt stops, brake temperatures,temperature data of the trailer, data relating to the cargo, etc.

With reference to FIG. 31, the apparatus 66 of this embodiment may alsoinclude a remote memory device located in the remote interrogationdevice for storing data to be transmitted to either one or severalvehicles. Specifically, in this embodiment of the present invention, theremote interrogation device 46 includes a remote processor 48 and aremote transceiver 50. Additionally, the remote interrogation deviceincludes a remote memory device 70 in electrical communication with theremote processor. In this embodiment of the present invention, theremote memory device may include data related to either one vehicle, agroup of vehicles, or all of the vehicles in a fleet. In thisembodiment, when the interrogation device forms a data communicationlink with a vehicle designated to receive the data, the remote processorassesses the data and transmits it to the vehicle.

In addition to storing data for later transmission, the local and remotememory devices may also be used to transmit data either to or from thevehicle at high data speeds. This is advantageous where there is only alimited time for data transmission, such as where the vehicle is movingpast the interrogation device. In this embodiment of the presentinvention, data concerning the vehicle may be stored in the local memorydevice and during data transmission, the local processor may transmitthe data at data speeds exceeding the speed of the data bus. Thetransmitted data is received by the remote interrogation device andstored in the remote memory device until it can be processed. Similarly,data for transmission to a vehicle may be stored in the remote memorydevice, and when a data communication link is established, transmittedto the locate processor of the vehicle at data rates exceeding the databus of the vehicle. The data is stored in the local processor until itcan be applied to the data bus. As such, data can be transmitted ininstances where the time for a data communication link is restrictive.

As detailed above, the present invention includes transceivers fortransmission of data to and from a remote location from the data bus ofthe vehicle. It must be understood that the present invention may useany form of data communication to transmit the data. For instance, inone embodiment, the transceivers may be IR transceiver, while in anotherembodiment the transceivers may be either fiber optic or RF.Additionally, it must be understood that many different types of dataprotocol may be used. For example, in the case of IR, infrared dataassociation protocol (IrDA) may be used. In case of RF, the data may betransmitted by any form of RF modulation including Frequency Shift Keyed(FSK), Pulse Width Modulation (PWM), etc. The communication, however, ispreferably local or local area communication which has a limiteddistance.

The communication for the transceivers, however, could also be between atractor and trailer for the case of IR particularly. For example, IR isparticularly immune to electromechanical interferences and does not needa hard-wire or fiber optic link between the tractor and trailer. Betweena tractor and trailer of a heavy duty vehicle, for example, thecommunication can be accomplished through a light housing, markerhousing, or other communication housing with one positioned with atransceiver on the tractor and one housing with a transceiver positionedon the trailer.

In addition, the present invention may be adapted to use newly developedprotocol and data communication systems. Specifically, the presentinvention is designed to interface with emerging technologies such asBLUETOOTH™. BLUETOOTH™ is an open specification for wirelesscommunication of data and voice. It is based on a low-cost short-rangeradio link built into a microchip. Currently, the BLUETOOTH™specification or standard is being considered for use as a new globalwide specification for wireless communication. More informationconcerning BLUETOOTH™ is available via the Internet at the followingwebsite:

http://www.bluetooth.com/default.asp.

The present invention may also include embodiments that communicate withthe computer system of a vehicle via a universal serial bus (USB). A USBbus is a newly developed data bus that is currently being implementedwith many new communication and computer systems. Specifically, manysystems that traditionally implement RS-232 serial data buses are nowusing USB data buses. In one embodiment of the present invention, thelocal processor of the vehicle may further include a connection to theUSB data bus of the vehicle. In this embodiment of the presentinvention, the local processor may either receive data from or transmitdata to the computer and subsystems of the vehicle via the USB bus. Datareceived from the USB data bus for transmission to a remote location, isreceived by the local processor and transmitted via the localtransceiver as either RF or IR signals to a remote interrogation device.

As discussed above, the present invention uses an interrogation deviceto communicate with the data bus of the vehicle. It must be understoodthat the interrogation device may be many different type devices. Forinstance, the interrogation device may be a specifically designed unitor the interrogation device may be a communication device such as acellular phone, pager, palm pilot, laptop, etch. That interfaces withthe data bus and transmits the data similar to a modem to a remotelocation for data processing. The use of a cell phone, pager, palm pilotis useful, as it may allow the user to download information such asdiagnostics concerning the vehicle roadside if the vehicle has systemfailures. For instance, if the vehicle malfunctions, the user maydownload data to a cell phone that is transmitted to a maintenancestation, and the maintenance station may be able to transmit data backto the vehicle via the cell phone to repair the vehicle remotely.

In the drawings and specification, there have been disclosed a typicalpreferred embodiment of the invention, and although specific terms areemployed, the terms are used in a descriptive sense only and not forpurposes of limitation. The invention has been described in considerabledetail with specific reference to these illustrated embodiments. It willbe apparent, however, that various modifications and changes can be madewithin the spirit and scope of the invention as described in theforegoing specification and as defined in the appended claims.

1. A system for data communication associated with a vehicle, saidsystem comprising: a first data communications apparatus associated withthe vehicle; a second data communications apparatus associated with thevehicle; at least one electrical conductor operatively interconnectingsaid first and second data communications apparatuses, said at least oneelectrical conductor comprising a data bus for transmitting data betweensaid first and second data communications apparatuses; a first datacommunications protocol adapted for transmitting vehicle data along saiddata bus; means for converting said first data communications protocolto a second data communications protocol, said second datacommunications protocol adapted for transmitting vehicle data from saiddata bus to a remote data communications terminal.
 2. A system accordingto claim 1, further comprising a connector connected to said at leastone electrical conductor, a transceiver housing operatively connected tosaid connector, and wherein one of said first and second datacommunications apparatuses comprises a transceiver positioned withinsaid transceiver housing.
 3. A system according to claim 2, wherein saidconnector includes a plurality of pins having a predetermined pinconfiguration and first and second connector portions, wherein saidconnector has one of either a generally cylindrical or a generallyrectangular shape, and wherein the second connector portion defines saidtransceiver housing.
 4. A system according to claim 2, wherein saidfirst and second data communications apparatuses are adapted tointerface with at least one electronic subsystem associated with thevehicle and related to operation of the vehicle.
 5. A system accordingto claim 2, wherein said transceiver includes a signal processingphysical layer, and wherein said data communications protocol uses onlythe physical layer of said transceiver for signal processing.
 6. Asystem according to claim 4, wherein said at least one electronicsubsystem comprises an anti-locking brake system connected to thevehicle, and wherein said connector is operatively connected to saidanti-locking brake system.
 7. A system according to claim 4, whereinsaid at least one electronic subsystem comprises means for monitoringtire pressure.
 8. A system according to claim 1, wherein said first datacommunications protocol comprises one of the data communicationsprotocols specified by SAE J1708, SAE J1939, and a universal serial busstandard.
 9. A system according to claim 1, wherein said data buscomprises a RS 485 twisted pair.
 10. A system according to claim 1,wherein said second data communications protocol comprises a wirelessdata communications protocol.
 11. A system according to claim 10,wherein said wireless data communications protocol is selected from agroup consisting of RF and IR.
 12. A system according to claim 1,wherein said first data communications protocol comprises a wirelessdata communications protocol.
 13. A system according to claim 1, whereinone of the first and second data communications apparatuses comprises aportable interrogation device operatively connected to said data bus ofthe vehicle.
 14. A system according to claim 13, wherein saidinterrogation device is selected from a group consisting of a cellularphone, pager, PDA, and laptop computer.
 15. A system according to claim13, wherein said interrogation device comprises a handheld computer. 16.A system according to claim 1, wherein said first data communicationsapparatus is adapted to interface with at least one electronic subsystemassociated with the vehicle, said electronic subsystem being selectedfrom a group consisting of mirror tracking, mirror with trailer display,controls for reefer, controls for trailer slide, axle, controls forlanding gear, active faring, recorder for trailer functions, satellitefor trailer functions, brake system information, brake by wire, climatecontrols for reefer, mirror with trailer display, traileridentification, trailer brake temperature, trailer axle temperatures,trailer security, weight broadcast, trailer voltage status, vehiclespeed optimization, engine speed optimization, implement display, andsatellite control to implement GPS.
 17. A system according to claim 1,wherein said second data communications apparatus is adapted tointerface with at least one electronic subsystem associated with thevehicle, said electronic subsystem being selected from a groupconsisting of reefer temperatures, reefer pressures, traileridentification, blind spot warning, cargo information, smoke/firedetection, cargo shift, weight detection, anti-lock failure, brake bywire, backup lamps, suspension control, sliding axle control, liftabletailgate, tire pressure monitor, lamp outage monitor, stop lamp saver,water in air reservoir, liftable landing gear, brake temperature,emergency line pressure detection, blind spot warning, cargoinformation, tire pressure warning, smoke detector, roll overprotection, active lighting, active tire pressure, backup alarm,inventory data collection, security warning, trailer engine start,trailer engine monitor, tractor/changing from reefer, trailer domelamps, motorized rear door lift, sprayer pressure, speed planning rates,depth position, hydraulic controls, speed counting, and moisturesensing.